CN114734831A

CN114734831A - Boost charging control device and control method

Info

Publication number: CN114734831A
Application number: CN202210296668.XA
Authority: CN
Inventors: 唐正义; 李迎
Original assignee: Huawei Electric Technology Co ltd
Current assignee: Huawei Electric Technology Co ltd
Priority date: 2022-03-24
Filing date: 2022-03-24
Publication date: 2022-07-12

Abstract

The embodiment of the application discloses a control device and a control method for boosting charging, wherein the control device is applied to a vehicle and comprises a control module and a processing module, the control module is connected with the processing module, and the control method comprises the following steps: the control module is used for sending a disconnection instruction to the processing module when the vehicle is connected to the charging equipment, wherein the disconnection instruction is used for instructing the processing module to disconnect a driving motor of the vehicle from wheels of the vehicle, and the driving motor is used for charging a power battery of the vehicle after boosting a charging voltage; and the processing module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel. Through the control device that this application provided, can avoid the vehicle to boost and produce the problem of assaulting (or shake) when charging the end, promote to drive and take experience.

Description

Boost charging control device and control method

Technical Field

The application relates to the technical field of intelligent vehicles, in particular to a control device and a control method for boosting charging.

Background

With the rapid development of electric vehicles, the charging technology of power batteries of electric vehicles becomes increasingly important, and increasing the battery voltage is an important means for increasing the charging speed and shortening the charging time of electric vehicles. For the electric automobile equipped with the high-voltage power battery, the voltage of the power battery is usually higher than 700V, while the voltage of the ordinary direct-current charging pile is 500V, and the ordinary direct-current charging pile can not meet the direct-current quick-charging requirement of the power battery.

In order to meet the direct-current quick charging requirement of the electric automobile, a boosting DC circuit can be arranged on the electric automobile with the high-voltage power battery, but an independent boosting module is high in cost, and large in size and weight. Some proposals adopt a driving motor and an electric control system to boost and charge a power battery, and also can be called as a power assembly of a multiplex electric automobile to boost and charge the power battery.

However, in the process of boosting and charging the power battery, because the winding of the driving motor passes through the current, a stator magnetic field is generated, and the interaction between the stator magnetic field and the rotor magnetic field may generate a moment, and when the charging is finished, the moment is suddenly released, so that impact (or shake) which can be obviously sensed is generated, and the driving experience is influenced.

Disclosure of Invention

The application provides a control device and a control method for boost charging, which can avoid the problem of impact (or shaking) generated when the boost charging of a vehicle is finished, and improve the driving experience.

In a first aspect, the present application provides a boost charging control device, which is applied to a vehicle, and includes a control module and a processing module, where the control module is connected to the processing module, where: the control module is used for sending a disconnection instruction to the processing module when the vehicle is connected to the charging device, wherein the disconnection instruction is used for instructing the processing module to disconnect a driving motor of the vehicle from wheels of the vehicle, and the driving motor is used for charging a power battery of the vehicle after boosting the charging voltage; and the processing module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel. Through the control device, the problem of impact (or shaking) generated when the vehicle is boosted and charged is finished can be avoided, and the driving experience is improved.

With reference to the first aspect, in a possible implementation manner, the control module is further configured to send a combining instruction to the processing module when the vehicle is disconnected from the charging device, where the combining instruction is used to instruct the processing module to resume connection of the driving motor and the wheel; the processing module is further used for responding to the combination instruction and restoring the connection between the driving motor and the wheel.

With reference to the first aspect, in a possible implementation manner, the control module includes a control submodule and a battery management module, and the control submodule is connected to the battery management module, where: the control submodule is used for sending a first charging instruction to the battery management module when the vehicle is connected to charging equipment; the battery management module is used for receiving the first charging instruction and sending the disconnection instruction to the processing module in response to the first charging instruction; the processing module is used for sending a disconnection completion instruction to the battery management module after the connection between the driving motor and the wheel is disconnected; and the battery management module is used for receiving the disconnection completion instruction and responding to the disconnection completion instruction to perform boost charging on the vehicle.

With reference to the first aspect, in a possible implementation manner, the battery management module is further configured to send the combination instruction to the processing module when it is detected that the vehicle is charged completely.

With reference to the first aspect, in a possible implementation manner, the vehicle further includes a battery management module, and the control module is connected to the battery management module; the processing module is used for sending a disconnection completion instruction to the control module after the connection between the driving motor and the wheel is disconnected; the control module is further configured to send a second charging instruction to the battery management module in response to the disconnection completion instruction, where the second charging instruction is used to instruct the battery management module to perform boost charging on the vehicle.

With reference to the first aspect, in a possible implementation manner, the battery management module is further configured to send the combination instruction to the control module or the processing module when it is detected that the vehicle is charged completely.

With reference to the first aspect, in a possible implementation manner, the processing module includes a first module and a second module, and the first module is connected to the second module; the first module is used for receiving the disconnection instruction and sending the disconnection instruction to the second module; the second module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel; the first module is further configured to receive the combination instruction and send the combination instruction to the second module; the second module is used for responding to the combination instruction and restoring the connection of the driving motor and the wheel; the first module is a transmission electronic control unit (TCU) or a Motor Control Unit (MCU); the second module is a transmission of the vehicle; or, the second module is a disconnecting device, and the second module is connected to the driving motor and the transmission, and is specifically configured to control switching of connection modes of the driving motor and the transmission; or, the second module is a disconnecting device, and the second module is connected to the transmission and the wheels, and is specifically configured to control switching of connection modes of the transmission and the wheels.

In a second aspect, the present application provides a method for controlling boost charging, the method including: detecting whether the vehicle is connected to the charging equipment or not; when the fact that the vehicle is connected to the charging device is detected, the connection between a driving motor of the vehicle and wheels of the vehicle is disconnected, and the driving motor is used for charging a power battery of the vehicle after the charging voltage is boosted.

With reference to the second aspect, in a possible implementation manner, the method further includes: and after the disconnection of the driving motor of the vehicle and the wheels of the vehicle, performing boost charging on the vehicle.

With reference to the second aspect, in a possible implementation manner, the method further includes: and when the vehicle charging is detected to be completed or the vehicle is disconnected from the charging equipment, restoring the connection between the driving motor and the wheels.

In a third aspect, the present application provides a control device for boost charging, the control device comprising a detection unit and a disconnection unit, wherein: the detection unit is used for detecting whether the vehicle is connected to the charging equipment or not; the disconnection unit is used for disconnecting a driving motor of the vehicle from wheels of the vehicle when the fact that the vehicle is connected to the charging device is detected, and the driving motor is used for charging a power battery of the vehicle after the charging voltage is boosted.

With reference to the third aspect, in a possible implementation manner, the control device further includes a charging unit, where the charging unit is configured to: and after the disconnection of the driving motor of the vehicle and the wheels of the vehicle, performing boost charging on the vehicle.

With reference to the third aspect, in a possible implementation manner, the control apparatus further includes a recovery unit, where the recovery unit is configured to: when it is detected that the charging of the vehicle is completed or the vehicle is disconnected from the charging device, the connection of the drive motor to the wheel is restored.

In a fourth aspect, the present application provides a computer-readable storage medium for storing instructions that, when executed, cause a method as described above in the second aspect or any possible implementation manner of the second aspect to be implemented.

In a fifth aspect, the present application provides a computer program product comprising a computer program or instructions which, when run on a computer, causes the method as described in the second aspect or any possible implementation manner of the second aspect to be implemented.

Through the control device of this application, control device includes control module and processing module, when detecting that the vehicle inserts charging equipment, control module to processing module sends the disconnection instruction, disconnection instruction is used for instructing processing module disconnection the driving motor of vehicle with the connection of the wheel of vehicle. In response to the disconnection command, the processing module disconnects the drive motor from the wheel. After the connection is disconnected, the rotor of the driving motor of the vehicle and the wheel do not have a constraint relation any more, so that the moment generated on the wheel in the boosting and charging process of the vehicle can be avoided, the problem of impact (or shaking) generated after the charging is finished is further avoided, and the driving experience is improved.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below.

FIG. 1 is a schematic structural diagram of a powertrain of a vehicle according to an embodiment of the present disclosure;

fig. 2 is a schematic structural diagram of a boost charging circuit according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a stator magnetic vector and a rotor position during boost charging according to an embodiment of the present disclosure;

fig. 4 is a schematic structural diagram of a control device for boost charging according to an embodiment of the present disclosure;

fig. 5 is a schematic structural diagram of a control device according to an embodiment of the present disclosure;

fig. 6 is a schematic flowchart of a control device according to an embodiment of the present application to execute a control operation;

FIG. 7 is a schematic flow chart illustrating a control operation performed by another control device according to an embodiment of the present disclosure;

FIG. 8 is a schematic structural diagram of another control device provided in the embodiment of the present application;

FIG. 9 is a schematic flow chart illustrating a control operation performed by another control device according to an embodiment of the present disclosure;

FIG. 10 is a schematic flow chart illustrating a control operation performed by another control device according to an embodiment of the present disclosure;

FIG. 11 is a schematic structural diagram of another control device provided in the embodiments of the present application;

FIG. 12 is a schematic view of some disconnect devices provided by embodiments of the present application;

fig. 13 is a schematic architecture diagram of a boost charging system of a vehicle according to an embodiment of the present disclosure;

fig. 14 is a flowchart of a control method of boost charging according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application are described in more detail below.

The terminology used in the following embodiments of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used in the specification of the present application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the listed items. The term "plurality" as used in this application refers to two or more.

It should be noted that the terms "first," "second," "third," and the like in the description and claims of the present application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in other sequences than described or illustrated herein. Furthermore, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or server that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Referring to fig. 1, a schematic structural diagram of a power system of a vehicle according to an embodiment of the present application is shown. The powertrain includes a powertrain and wheels, each module or device being further described below.

The power assembly comprises a motor controller, a driving motor and a transmission. The Motor Control Unit (MCU) is connected to the driving motor, the driving motor is connected to the transmission, and the transmission is connected to the wheels.

The MCU controls the driving motor to output given torque and rotating speed according to the instruction of a Vehicle Control Unit (VCU) of the vehicle, thereby driving the vehicle to run. The motor controller can monitor the temperature of the motor, the running temperature of the motor and the position of a rotor in real time, and transmits related information to the vehicle control unit, so that the water pump and the cooling fan are regulated to work, and the motor is kept to work at an ideal temperature.

The driving motor is a device for converting electric energy into mechanical energy, can output torque and rotating speed, and provides power for the running of a vehicle. In the embodiment of the application, in order to meet the direct-current quick charging requirement of a vehicle, a driving motor is used for boosting and charging a power battery, which can also be called as a power assembly of a multiplexed vehicle for boosting and charging the power battery.

A transmission (or referred to as a speed reducer), which is a device for changing torque and rotational speed from a driving motor, can change a transmission ratio of an output shaft and an input shaft by fixing or stepping, is also referred to as a transmission. The speed variator consists of speed-changing transmission mechanism and control mechanism, and some vehicles also have power output mechanism. The transmission mechanism is mainly driven by common gears and also driven by planetary gears. The common gear transmission mechanism generally uses a sliding gear, a synchronizer and the like. Generally, the gears of the transmission control can be simply divided into forward, reverse, and neutral gears from functional division. Specifically, the forward gear is a gear that enables the vehicle to travel forward. The reverse gear is a gear that enables the vehicle to run in reverse. When the transmission is placed in a neutral position, gears of all gears in the transmission are not in working positions, and at the moment, power of the driving motor is input to the input shaft and is not transmitted to the output shaft any more, so that the torque and the rotating speed generated by the driving motor can be understood to not act on the output shaft any more.

The wheel is a rigid wheel which holds the inner edge of the tire, supports the tire, and bears the load together with the tire. The combined tire, rim and spoke may also be referred to collectively as a wheel. The wheel assembly is composed of two large components of a wheel and a tire. The wheels are connected to an output shaft of the transmission, and for example, a shaft connecting the transmission and the wheels (or called driving wheels) may be referred to as a half shaft (driver draft) or a driving shaft. The wheels receive the input torque and the rotation speed of the transmission through half shafts, so as to generate motion; it will be appreciated that the movement of the wheels is influenced by the torque and speed of the variator input. It should be noted that when the transmission is placed in neutral, the transmission no longer inputs torque and rotational speed to the wheels.

It should be noted that the modules shown in fig. 1 are only examples, and in a practical application scenario, the power system may further include more or fewer modules or devices, and the embodiments of the present application are not limited. For a vehicle, other modules or devices may be included in addition to the powertrain, and the vehicle may also include input modules (for receiving control information for the vehicle, including, for example, steering wheel angle information, driving range information, driving and braking information, etc.), a Vehicle Control Unit (VCU), a Transmission Control Unit (TCU), an Advanced Driver Assistance System (ADAS), sensors, etc.

The vehicle control unit is a core electronic control unit for realizing vehicle control decision. The VCU judges the driving intention of a driver by acquiring signals of an accelerator pedal, a brake pedal, gears and the like; the method comprises the steps that by monitoring vehicle state (such as vehicle speed, temperature and the like), after being judged and processed by a VCU, running state control instructions of a vehicle are sent to a power system and a power battery system, and meanwhile, the working mode of a vehicle-mounted accessory power system is controlled; the VCU has the functions of fault diagnosis, protection and storage of the whole vehicle system. The vehicle control unit and the power system have a connection relation.

The system comprises a sensor for collecting the running (or referred to as running) state information of the vehicle. For example, the driving state information of the vehicle may include: the running speed of the vehicle, acceleration (which may include, for example, longitudinal acceleration, lateral acceleration), yaw rate, wheel speed of the wheels, and the like. For example, the sensor may be a camera, a speed sensor, a shaft rotational speed sensor, an acceleration sensor, a roll angle sensor, a rotational angle sensor, a torque sensor, or the like. In addition, sensors may be present in the vehicle to gather more information about the operation of the vehicle, such as drive motor operating conditions, operating temperatures of various modules or devices, intake air pressure, intake air temperature, etc.

The transmission electronic control unit helps the transmission to determine when and how to shift gears by collecting information from various sensors and driving motors, so that automatic transmission control is realized, stable gear shifting is realized, driving is simpler, the performance of a vehicle can be improved, and fuel oil use is saved.

Referring to fig. 2, fig. 2 is a schematic structural diagram of a boost charging circuit according to an embodiment of the present disclosure. The boost charging circuit comprises charging equipment, a three-phase bridge arm, a driving motor, a power battery and a capacitor C. The driving motor is a permanent magnet synchronous motor, and the three-phase windings of the driving motor are connected in a way that two phase windings are connected in parallel and then connected in series with the other phase winding, for example, a V-phase winding and a W-phase winding are connected in parallel and then connected in series with a U-phase winding, so that the boost charging circuit can be called as a two-in-one boost charging circuit. The positive pole of the charging pile is connected with the positive end of the three-phase bridge arm, and the negative pole of the charging pile is connected with an outgoing line of a serial phase winding (such as a U-phase winding) of the driving motor. In a three-phase bridge arm, a transistor T1, a diode D1, a transistor T2 and a diode D2 form a one-phase bridge arm, a transistor T1 is connected in parallel with a diode D1, and a transistor T2 is connected in parallel with a diode D2; the transistor T3, the diode D3, the transistor T4, and the diode D4 form a one-phase bridge arm, the transistor T3 is connected in parallel with the diode D3, and the transistor T4 is connected in parallel with the diode D4; the transistor T5, the diode D5, the transistor T6, and the diode D6 form a phase bridge arm, the transistor T5 is connected in parallel to the diode D5, and the transistor T6 is connected in parallel to the diode D6.

As shown in fig. 2, in the charging stage of the power battery of the boost charging circuit, the diode D2 and the diode D6 are turned on, and the other transistors and the diodes are turned off. The driving motor is used for boosting the charging voltage and then charging the power battery. The arrow shown in the figure is the current direction, and the current flowing out of the U-phase winding of the driving motor flows into the negative pole of the charging pile and then flows out of the positive pole of the charging pile; the current flowing out of the anode of the charging pile flows into the power battery, and the current is divided into two paths after flowing out of the power battery, wherein one path of the current flows into a V-phase winding of the driving motor through a diode D2, and the other path of the current flows into a W-phase winding of the driving motor through a diode D6; the current flowing out of the V-phase winding of the driving motor and the current flowing out of the W-phase winding of the driving motor are combined into one path and then flow into the U-phase winding of the driving motor; therefore, a closed loop is formed, and the boosting charging of the power battery through the driving motor is realized.

However, when the boosting charging scheme introduced above is adopted for charging, the magnetic vector of the stator of the driving motor is not zero; when charging, the vehicle is in a static state, and the position of a rotor of the driving motor has randomness; when the straight axis of the driving motor is not coincident with the magnetic vector of the stator, locked-rotor torque can be generated. At the end of charging, the torque is suddenly released, so that impact (or shaking) which can be obviously sensed is generated, the driving experience is influenced, and certain influence is caused on the safety and reliability of a vehicle braking system. The phenomenon that the magnetic vector of the stator Is not zero Is shown in fig. 3, the U axis represents the axis of a U-phase winding, the V axis represents the axis of a V-phase winding, the W axis represents the axis of a W-phase winding, the d axis represents the direct axis of a driving motor, the q axis represents the quadrature axis of the driving motor, Is represents the magnetic vector of the stator, alpha represents the included angle of the stator and the rotor, and theta represents the position of the rotor; assuming that the negative pole of the charging pile is connected with the outgoing line of the U-phase winding, when two phases of synchronous wave generation control or staggered wave generation control are carried out, the magnetic vectors of the stator are superposed with the axis of the U-phase winding; the synchronous wave generation means that switching tubes on bridge arms corresponding to the two parallel-connected phase windings are simultaneously switched on or off; the staggered wave generation means that the switching tubes on the bridge arms corresponding to the two parallel-connected phase windings are not switched on or off at the same time. The difference between the two control modes is that the ripple of the current of the three-phase winding is different in size, and the average value of the current is not influenced. Because the locked-rotor torque depends on the included angle of the stator and the rotor and the charging power, the rotor position has randomness, so that the randomness of the locked-rotor torque is caused, namely the possibility of larger locked-rotor torque exists in the mode. In order to solve the above problems, the embodiments of the present application are proposed.

Through the control device of the application, the control device comprises a control module and a processing module, when the fact that a vehicle is connected into a charging device is detected, the control module sends a disconnection instruction to the processing module, and the disconnection instruction is used for instructing the processing module to disconnect a driving motor of the vehicle from wheels of the vehicle. In response to the disconnection command, the processing module disconnects the drive motor from the wheel. After the connection is disconnected, the rotor of the driving motor of the vehicle and the wheel do not have a constraint relation any more, so that the moment generated on the wheel in the boosting and charging process of the vehicle can be avoided, the problem of impact (or shaking) generated after the charging is finished is further avoided, and the driving experience is improved.

Fig. 4 is a schematic structural diagram of a boost charging control device according to an embodiment of the present application. The control device is applied to a vehicle, and exemplarily, the control device can act on a power system shown in fig. 1. Specifically, the control device comprises a control module and a processing module, wherein the control module is connected with the processing module. The control device is further described below.

The control module is used for sending a disconnection instruction to the processing module when the vehicle is connected to the charging device. The disconnection instruction is used for instructing the processing module to disconnect the driving motor of the vehicle from the wheels of the vehicle. Specifically, the driving motor is used for boosting the charging voltage and then charging a power battery of the vehicle. The control module has the capability of detecting whether the vehicle is connected to the charging device. The charging equipment can be a charging pile, a charging post, a charger which are externally connected with the vehicle, or other movable or immovable charging equipment.

And the processing module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel. After the processing module disconnects the drive motor from the wheel, the vehicle may perform a boost charging operation. After the connection is disconnected, the rotor of the driving motor of the vehicle and the wheel do not have a constraint relation any more, namely, the rotor of the driving motor can rotate freely in the charging process, so that the moment generated to the wheel in the vehicle boosting and charging process can be avoided, the problem of impact (or shaking) generated after the charging is finished is further avoided, and the driving experience is improved.

In some embodiments, the control module is further configured to send a coupling instruction to the processing module when the vehicle is disconnected from the charging device, the coupling instruction being configured to instruct the processing module to resume connection of the drive motor to the wheel. The processing module is also used for responding to the combination instruction and restoring the connection of the driving motor and the wheel. Optionally, the control module may be configured to send a combination instruction to the processing module when the vehicle is disconnected from the charging device and a start operation on the vehicle is detected. Optionally, the control module is further configured to send a combination instruction to the processing module when it is detected that the vehicle is charged completely (for example, the electric quantity of the power battery of the vehicle reaches a preset value). In this way, when the charging is stopped, the connection between the drive motor of the vehicle and the wheel can be recovered, and the subsequent starting operation of the vehicle can be facilitated.

In order to implement the functions of the respective modules described in the above, the control module and the control module may include a hardware structure, a software module, or a hardware structure plus a software module to implement the above functions.

The control module and the processing module are further described below.

In one possible implementation, the control module includes a control submodule and a battery management module, and the control submodule and the battery management module are connected. Fig. 5 is a schematic structural diagram of a control device according to an embodiment of the present application. The functions of the control module and the processing module may refer to the description of the embodiment corresponding to fig. 4, and repeated descriptions are omitted.

The control submodule is used for sending a first charging instruction to the battery management module when the vehicle is connected to the charging device. For example, the control sub-module may be a VCU that can detect whether the vehicle is connected to the charging device, i.e., the control sub-module is capable of detecting whether the vehicle is about to perform a charging operation. It should be noted that the VCU is only an example as the control sub-module, and the control sub-module may also be other modules that detect the capability of the vehicle to perform the charging operation, and the modules may also have other functions.

The battery management module is configured to receive the first charging instruction, and send the disconnection instruction to the processing module in response to the first charging instruction. Illustratively, the battery management module may be a Battery Management System (BMS). It will be appreciated that the battery management module sends a disconnection command to the processing module to instruct the processing module to disconnect the drive motor from the wheels before the charging operation is performed. Optionally, the battery management module may directly send the disconnection instruction to the processing module, or the battery management module sends the disconnection instruction to the processing module through the control sub-module.

The processing module is further used for sending a disconnection completion instruction to the battery management module after the driving motor is disconnected from the wheel. The disconnection completion instruction is used for indicating that the processing module finishes the operation of disconnecting the driving motor from the wheel, namely, the rotor of the driving motor of the vehicle and the wheel do not have a constraint relation any more, so that the moment generated on the wheel in the vehicle boosting charging process can be avoided. Optionally, the processing module may directly send the disconnection completion instruction to the battery management module, or the processing module may send the disconnection completion instruction to the battery management module through the control sub-module.

The battery management module is used for receiving the disconnection completion instruction and responding to the disconnection completion instruction to perform boosting charging on the vehicle.

In some embodiments, the battery management module is further configured to send the combination instruction to the processing module when the vehicle charging is completed (for example, the electric quantity of the power battery of the vehicle reaches a preset value). Optionally, the battery management module may directly send the combination instruction to the processing module, or the battery management module sends the combination instruction to the processing module through the control sub-module.

In one example, the flow of the control device shown in fig. 5 performing the control operation may refer to the flow chart shown in fig. 6. Fig. 6 includes the following steps:

and S11, when the vehicle is connected to the charging device, the control submodule sends a first charging instruction to the battery management module.

And S12, responding to the first charging instruction, and sending a disconnection instruction to the processing module by the battery management module.

And S13, responding to the disconnection instruction, and disconnecting the driving motor from the wheel by the processing module.

And S14, after the driving motor is disconnected from the wheel, the processing module sends a disconnection completion instruction to the battery management module.

And S15, responding to the disconnection completion instruction, and performing boost charging on the vehicle by the battery management module.

And S16, when the vehicle is disconnected from the charging device, the control sub-module sends a combination instruction to the processing module.

And S17, responding to the combination instruction, and restoring the connection of the driving motor and the wheel by the processing module.

In another example, the flow of the control device shown in fig. 5 performing the control operation may also refer to the flow chart shown in fig. 7. Fig. 7 includes the following steps:

and S21, when the vehicle is connected to the charging device, the control submodule sends a first charging instruction to the battery management module.

And S22, responding to the first charging instruction, and sending a disconnection instruction to the processing module by the battery management module.

And S23, responding to the disconnection instruction, and disconnecting the driving motor from the wheel by the processing module.

And S24, after the driving motor is disconnected from the wheel, the processing module sends a disconnection completion instruction to the battery management module.

And S25, responding to the disconnection completion instruction, and performing boost charging on the vehicle by the battery management module.

And S26, when the battery management module detects that the vehicle charging is completed, the battery management module sends a combination instruction to the processing module.

And S27, responding to the combination instruction, and restoring the connection of the driving motor and the wheel by the processing module.

In another possible implementation, the vehicle further includes a battery management module, and the control module is connected with the battery management module. Fig. 8 is a schematic structural diagram of another control device according to an embodiment of the present application. It should be noted that the battery management module may have a connection relationship with the processing module, in this case, the battery management module may directly send an instruction to the processing module; the battery management module may not have a connection relationship with the processing module, in which case the battery management module may send an instruction to the processing module through the control module. In addition, the functions of the control module and the processing module may refer to the description of the embodiment corresponding to fig. 4, and repeated descriptions are omitted.

The processing module is also used for sending a disconnection completion instruction to the control module after the driving motor is disconnected from the wheel. The disconnection completion instruction is used for indicating that the processing module finishes the operation of disconnecting the driving motor from the wheel, namely, the rotor of the driving motor of the vehicle and the wheel do not have a constraint relation any more, so that the moment generated on the wheel in the vehicle boosting charging process can be avoided.

The control module is further used for responding to the disconnection completion instruction and sending a second charging instruction to the battery management module, wherein the second charging instruction is used for instructing the battery management module to boost and charge the vehicle.

The battery management module is used for responding to the second charging instruction and performing boost charging on the vehicle.

The battery management module is further configured to send the combination instruction to the control module or the processing module when the vehicle charging is detected to be completed. Optionally, the control module receives the combination instruction, and then forwards the combination instruction to the processing module to instruct the processing module to recover the connection between the driving motor and the wheel.

In one example, the flow of the control device shown in fig. 8 performing the control operation may refer to the flow chart shown in fig. 9. Fig. 9 includes the following steps:

and S31, when the vehicle is connected with the charging device, the control module sends a disconnection instruction to the processing module.

And S32, responding to the disconnection instruction, and disconnecting the driving motor from the wheel by the processing module.

And S33, after the driving motor is disconnected from the wheel, the processing module sends a disconnection completion instruction to the control module.

And S34, responding to the disconnection completion instruction, and sending a second charging instruction to the battery management module by the control module.

And S35, responding to the second charging instruction, and performing boost charging on the vehicle by the battery management module.

And S36, when the vehicle charging is detected to be completed, the battery management module sends the combination instruction to the control module or the processing module.

It should be noted that, if the battery management module sends the combination instruction to the control module, the control module receives the combination instruction, and forwards the combination instruction to the processing module.

And S37, responding to the combination instruction, and restoring the connection of the driving motor and the wheel by the processing module.

In another example, the flow of the control device shown in fig. 8 performing the control operation may also refer to the flow chart shown in fig. 10. Fig. 10 includes the following steps:

and S41, when the vehicle is connected with the charging device, the control module sends a disconnection instruction to the processing module.

And S42, responding to the disconnection instruction, and disconnecting the driving motor from the wheel by the processing module.

And S43, after the driving motor is disconnected from the wheel, the processing module sends a disconnection completion instruction to the control module.

And S44, responding to the disconnection completion instruction, and sending a second charging instruction to the battery management module by the control module.

And S45, responding to the second charging instruction, and performing boost charging on the vehicle by the battery management module.

And S46, when the vehicle is disconnected from the charging device, the control module sends a combination instruction to the processing module.

And S47, responding to the combination instruction, and restoring the connection of the driving motor and the wheel by the processing module.

In one possible implementation, the processing module includes a first module and a second module, and the first module and the second module are connected. Fig. 11 is a schematic structural diagram of another control device according to an embodiment of the present application. It should be noted that the control module illustrated in fig. 11 may refer to the structure illustrated in fig. 5 or fig. 8, and is not described herein again.

For the processing module, the first module is configured to receive the disconnection instruction and send the disconnection instruction to the second module; the second module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel. The first module is also used for receiving the combination instruction and sending the combination instruction to the second module; the second module is used for responding to the combination instruction and restoring the connection of the driving motor and the wheel. It is understood that the first module is configured to receive an instruction sent by the external module to the processing module, and send a corresponding instruction that can be recognized by the second module to the second module. In other possible implementations, the first module may also be integrated into the control module.

In some possible implementations, the first module is a transmission electronic control unit (TCU) or a Motor Control Unit (MCU). The first module may control the second module to effect switching of a connection mode of a drive motor and a wheel of the vehicle, wherein the connection module may include a disconnected state (understood as the absence of a constrained relationship therebetween) and a connected state (understood as the presence of a constrained relationship therebetween). Optionally, the connection mode may also be referred to as a name of a connection relationship, a connection mode, a connection topology, a connection state, an operation mode, an operation state, or the like, and the name is not limited in this application.

In some possible implementations, the second module is a transmission of the vehicle. The transmission can achieve switching of the connection mode of the drive motor and the wheels by switching the gear of the vehicle. When the transmission is placed in a neutral position, gears of all gears in the transmission are not in working positions, and at the moment, power of the driving motor is input to the input shaft and is not transmitted to the output shaft any more, so that torque and rotating speed generated by the driving motor do not act on the output shaft any more, and the driving motor and wheels do not have a constraint relation any more, namely, are in a disconnected state. When the transmission is not placed in the neutral position, the driving motor and the wheels have a constraint relation, namely, a connection state.

Or, the second module is a disconnecting device, and the second module is connected with the driving motor and the transmission, and is specifically used for controlling switching of connection modes of the driving motor and the transmission. The disconnecting device can realize the combination and separation of the physical connection relation of the driving motor and the speed changer. The disconnecting device can realize the switching of the connection mode of the driving motor and the transmission by controlling the combination and the separation of the physical connection relation of the driving motor and the transmission, thereby realizing the switching of the connection mode of the driving motor and the wheels.

Or, the second module is a disconnecting device, and the second module is connected with the transmission and the wheels, and is specifically used for controlling the switching of the connection modes of the transmission and the wheels. The disconnect device may be configured to engage and disengage the physical connection of the vehicle wheels to the transmission. The disconnecting device can realize the switching of the connection mode of the wheel and the transmission by controlling the combination and the separation of the physical connection relation of the wheel and the transmission, thereby realizing the switching of the connection mode of the driving motor and the wheel.

For example, referring to fig. 12, a schematic diagram of some disconnect devices provided in embodiments of the present application is shown. It should be noted that in the practical application of the embodiment of the present application, the second module may be one or more of a transmission and a plurality of possible disconnect devices.

Referring to fig. 13, it is a schematic structural diagram of a vehicle boost charging system according to an embodiment of the present application. The system comprises a Vehicle Control Unit (VCU), a Battery Management System (BMS), a transmission electronic control unit (TCU), a power assembly (see the architecture shown in FIG. 1), a charging pile and a battery pack (or called a power battery). It should be noted that the control module of the device of the vehicle may be a VCU, or a VCU and a BMS, and the processing module may be integrated in the powertrain, or in the TCU and the powertrain, for example, as described in the above fig. 4 to fig. 12. It should be noted that the transmission method of the signal stream illustrated in fig. 13 is one possible implementation method, and in practical applications, other possible transmission methods of the signal stream may also exist.

Specifically, in fig. 13, the powertrain performs boost charging on the battery pack based on the energy of the charging pile. BMS can transmit signals with fill electric pile, battery package between to the start and the end of control charging steps up. Signals may be transmitted between the VCU and the BMS, and may be, for example, the first charging signal, the second charging signal, the disconnection command, the coupling command, etc., described in the above. Signals can be transmitted between the VCU and the TCU and the power assembly, and the signals can be exemplified by the disconnection command, the combination command and the like described in the above. Signals may be transmitted between the TCU and the powertrain, which may be, for example, disconnect commands, engage commands, etc., as described above. It should be noted that, the flow of transmitting signaling between the modules may also refer to descriptions in fig. 6, fig. 7, fig. 9, and fig. 10, and is not described herein again.

Fig. 14 is a flowchart of a control method of boost charging according to an embodiment of the present application. The method comprises the following steps:

s101, the control device detects whether the vehicle is connected to the charging equipment.

S102, when the fact that the vehicle is connected to the charging device is detected, the control device disconnects a driving motor of the vehicle from wheels of the vehicle, and the driving motor is used for boosting charging voltage and then charging a power battery of the vehicle.

In one possible implementation, the method further includes: after the disconnection of the drive motor of the vehicle from the wheels of the vehicle, the control device performs boost charging on the vehicle.

In one possible implementation, the method further includes: when it is detected that the charging of the vehicle is completed or the vehicle is disconnected from the charging device, the control device restores the connection of the drive motor to the wheel.

For example, the control device may be any one of the control devices described in the embodiments corresponding to fig. 4-13. For specific implementation of each step, reference may be made to the relevant description in the foregoing, and details are not described here again.

By the method of the embodiment of the application, when the fact that the vehicle is connected with the charging device is detected, the connection between the driving motor of the vehicle and the wheels of the vehicle is disconnected. After the connection is disconnected, the rotor of the driving motor of the vehicle and the wheel do not have a constraint relation any more, so that the moment generated on the wheel in the boosting and charging process of the vehicle can be avoided, the problem of impact (or shaking) generated after the charging is finished is further avoided, and the driving experience is improved.

The present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a computer, implements the functionality of any of the above-described method embodiments.

The present application also provides a computer program product which, when executed by a computer, implements the functionality of any of the above-described method embodiments.

In the above embodiments, the implementation may be wholly or partially realized by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. The processes or functions described in accordance with the embodiments of the present application occur in whole or in part when the computer instructions are loaded and executed on a computer. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device. The computer instructions may be stored on a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, from one website, computer, server, or data center to another website, computer, server, or data center via wire (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device, such as a server, a data center, etc., that includes one or more of the available media. The usable medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a Digital Video Disk (DVD)), or a semiconductor medium (e.g., a Solid State Drive (SSD)), among others.

Those of ordinary skill in the art will understand that: the first and second numbers mentioned in this application are merely for convenience of description and are not used to limit the scope of the embodiments of the present application, and the execution order of the processes should be determined by their functions and their inherent logic.

Those of ordinary skill in the art will appreciate that the various illustrative modules described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

Claims

1. A control device for boost charging, characterized in that, the control device is applied to a vehicle, the control device comprises a control module and a processing module, the control module is connected with the processing module, wherein:

the control module is used for sending a disconnection instruction to the processing module when the vehicle is connected to the charging device, wherein the disconnection instruction is used for instructing the processing module to disconnect a driving motor of the vehicle from wheels of the vehicle, and the driving motor is used for charging a power battery of the vehicle after boosting the charging voltage;

and the processing module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel.

2. The control device according to claim 1,

the control module is further used for sending a combination instruction to the processing module when the vehicle is disconnected from the charging device, wherein the combination instruction is used for instructing the processing module to recover the connection between the driving motor and the wheel;

the processing module is further used for responding to the combination instruction and restoring the connection between the driving motor and the wheel.

3. The control device of claim 2, wherein the control module comprises a control submodule and a battery management module, the control submodule and the battery management module being connected, wherein:

the control submodule is used for sending a first charging instruction to the battery management module when the vehicle is connected to charging equipment;

the battery management module is used for receiving the first charging instruction and sending the disconnection instruction to the processing module in response to the first charging instruction;

the processing module is used for sending a disconnection completion instruction to the battery management module after the connection between the driving motor and the wheel is disconnected;

and the battery management module is used for receiving the disconnection completion instruction and responding to the disconnection completion instruction to boost and charge the vehicle.

4. The control device of claim 3, wherein the battery management module is further configured to send the combination instruction to the processing module when the vehicle charging is detected to be completed.

5. The control device of claim 2, wherein the vehicle further comprises a battery management module, the control module being connected with the battery management module;

the processing module is used for sending a disconnection completion instruction to the control module after the connection between the driving motor and the wheel is disconnected;

the control module is further configured to send a second charging instruction to the battery management module in response to the disconnection completion instruction, where the second charging instruction is used to instruct the battery management module to perform boost charging on the vehicle.

6. The control device of claim 5, wherein the battery management module is further configured to send the combination instruction to the control module or the processing module when the vehicle charging is detected to be completed.

7. The control device of any one of claims 2-6, wherein the processing module comprises a first module and a second module, the first module and the second module being connected;

the first module is used for receiving the disconnection instruction and sending the disconnection instruction to the second module;

the second module is used for responding to the disconnection instruction and disconnecting the driving motor from the wheel;

the first module is further configured to receive the combination instruction and send the combination instruction to the second module;

the second module is used for responding to the combination instruction and restoring the connection of the driving motor and the wheel;

the first module is a transmission electronic control unit (TCU) or a Motor Control Unit (MCU);

the second module is a transmission of the vehicle;

or, the second module is a disconnecting device, and the second module is connected to the driving motor and the transmission, and is specifically configured to control switching of connection modes of the driving motor and the transmission;

or, the second module is a disconnecting device, and the second module is connected to the transmission and the wheels, and is specifically configured to control switching of connection modes of the transmission and the wheels.

8. A method of controlling boost charging, the method comprising:

detecting whether the vehicle is connected to the charging equipment or not;

when the fact that the vehicle is connected to the charging device is detected, the connection between a driving motor of the vehicle and wheels of the vehicle is disconnected, and the driving motor is used for charging a power battery of the vehicle after the charging voltage is boosted.

9. The method of claim 8, further comprising:

after the disconnection of the drive motor of the vehicle from the wheels of the vehicle, boost charging of the vehicle is performed.

10. The method according to claim 8 or 9, characterized in that the method further comprises:

and when the vehicle charging is detected to be completed or the vehicle is disconnected from the charging equipment, restoring the connection between the driving motor and the wheels.

11. A computer-readable storage medium for storing instructions that, when executed, cause the method of any one of claims 8-10 to be implemented.