CN116039398B

CN116039398B - Electric automobile charging control method and device and computer readable storage medium

Info

Publication number: CN116039398B
Application number: CN202310219425.0A
Authority: CN
Inventors: 敖翔
Original assignee: Avatr Technology Chongqing Co Ltd
Current assignee: Avatr Technology Chongqing Co Ltd
Priority date: 2023-03-08
Filing date: 2023-03-08
Publication date: 2023-09-26
Anticipated expiration: 2043-03-08
Also published as: CN116039398A

Abstract

The embodiment of the invention relates to the technical field of automobiles, and discloses an electric automobile charging control method, an electric automobile charging control device and a computer readable storage medium, wherein the electric automobile charging control method comprises the following steps: firstly, acquiring a rotor position of a motor; then, calculating an electrical angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, the first phase being any one of three phases of the motor; determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude; finally, a control mode of the motor is generated based on the target rotation angle of the stator magnetic field. By applying the technical scheme of the invention, the stator magnetic field of the motor can be rotated to a specific angle, so that the rotation angle of the rotor is utilized to reduce the torque during boosting and charging, the movement and abnormal sound are weakened to an acceptable degree, and the user experience is improved.

Description

Electric automobile charging control method and device and computer readable storage medium

Technical Field

The embodiment of the invention relates to the technical field of automobiles, in particular to an electric automobile charging control method and device and a computer readable storage medium.

Background

At present, new energy electric vehicles are becoming more and more popular, and the market occupation rate is becoming higher and higher, so that induced charging anxiety becomes an industry problem. For charging anxiety, one solution is to continuously increase charging power, so as to shorten charging time and reduce anxiety of vehicle owners. The charging current and the charging voltage are increased in two directions of increasing the charging power; due to standardization of the charging port, the charging current cannot be infinitely increased, so that the development trend of the high-voltage platform is remarkable, for example, a charging device with a charging voltage of 800V. However, since passenger cars are mainly below 450V in the early development of the market, corresponding direct current charging piles are mainly below 500V, and at this time, the problem of voltage discomfort exists when the 800V high-voltage platform car is charged.

Disclosure of Invention

In view of the above problems, embodiments of the present invention provide a method and apparatus for controlling charging of an electric vehicle, and a computer readable storage medium, which are used for solving the problem of voltage mismatch when charging a vehicle with a high-voltage platform of 800V in a direct current charging pile with a voltage of 500V or less in the prior art.

According to an aspect of the embodiment of the present invention, there is provided an electric vehicle charging control method including:

acquiring a rotor position of a motor;

calculating an electrical angle difference between a rotor of the motor and a first phase of the motor based on a rotor position of the motor, the first phase being any one of three phases of the motor;

determining a target rotation angle of a stator magnetic field of the motor based on the electrical angle difference, a charging power curve of the motor and a preset torque attenuation amplitude;

and generating a control mode of the motor based on the target rotation angle of the stator magnetic field, wherein the control mode comprises a circuit connection mode and execution parameters of the motor.

In an alternative manner, the charging power curve includes a relationship curve of an electric angle difference and a motor torque corresponding to a plurality of stator magnetic field rotation angles, respectively;

the step of determining the target rotation angle of the stator magnetic field of the motor based on the electrical angle difference, the charging power curve of the motor and the preset torque attenuation amplitude specifically includes:

based on the electrical angle differences, searching for a relation curve of all electrical angle differences and motor torques corresponding to the preset torque attenuation amplitude of the motor torque in a plurality of relation curves of the electrical angle differences and the motor torque, and determining the rotation angles of the stator magnetic fields corresponding to the relation curves of all electrical angle differences and the motor torque;

And screening out target rotation angles of the stator magnetic field of the motor from all the rotation angles of the stator magnetic field based on preset priorities.

In an alternative manner, if the target rotation angle of the stator magnetic field is 0 °, the circuit connection manner of the motor is:

controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile;

controlling the upper and lower bridge arms of the first phase to be normally open;

the execution parameters of the motor are as follows:

controlling a second phase of the motor with a first pulse width modulation PWM, and controlling a third phase of the motor with a second pulse width modulation PWM identical to the pulse signal of the first pulse width modulation PWM; the current magnitude and direction relationship of the first phase, the second phase and the third phase are as follows: i _b ＝-2×I _a ＝-2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

In an alternative manner, if the target rotation angle of the stator magnetic field is 30 °, the circuit connection manner of the motor is:

controlling the upper and lower bridge arms of the first phase and the second phase of the motor to be normally open;

The execution parameters of the motor are as follows:

and adopting a third PWM to control a third phase of the motor, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: i _b ＝-I _c ，I _a ＝0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

In an alternative mode, if the target rotation angle of the stator magnetic field is-30 °, the circuit connection mode of the motor is:

controlling an upper bridge arm and a lower bridge arm of a first phase of the motor and a third phase of the motor to be normally open;

the execution parameters of the motor are as follows:

using fourth pulse width modulation PWM controls the second phase of the motor, wherein the magnitude and direction relationship of the currents of the first phase, the second phase and the third phase are: i _b ＝-I _a ，I _c ＝0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

In an alternative manner, if the target rotation angle of the stator magnetic field is 60 °, the motor is controlled in the following manner:

the execution parameters of the motor are as follows:

controlling a second phase of the motor by using a fifth PWM, and controlling a third phase of the motor by using a sixth PWM;

establishing a feedback control PID loop, and controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b ＝2×I _a ＝-I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

In an alternative mode, if the target rotation angle of the stator magnetic field is-60 °, the circuit connection mode of the motor is:

the execution parameters of the motor are as follows:

controlling a second phase of the motor with a seventh PWM and controlling a third phase of the motor with an eighth PWM;

establishing a feedback control PID loop to control different duty cycles of the second phase and the third phase outputs, wherein the first phase, the second phase and the third phase output The magnitude and direction relation of the three-phase current are as follows: 2 xI _b ＝-I _a ＝2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

According to another aspect of the embodiment of the present invention, there is provided an electric vehicle charge control device including: the device comprises an acquisition module, an electrical angle difference generation module, a target rotation angle generation module and a control mode generation module.

The acquisition module is used for acquiring the rotor position of the motor;

the electric angle difference generating module is used for calculating an electric angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, wherein the first phase is any one of three phases of the motor;

the target rotation angle generation module is used for determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude;

the control mode generating module is used for generating a control mode of the motor based on the target rotation angle of the stator magnetic field, wherein the control mode comprises a circuit connection mode and execution parameters of the motor.

In an alternative manner, the charging power curve includes a relationship curve of an electrical angle difference and a motor torque corresponding to a plurality of stator magnetic field rotation angles, respectively.

The target rotation angle generating module is further configured to search, based on the electrical angle differences, for a relationship curve of all electrical angle differences and motor torques corresponding to the preset torque attenuation amplitude, which is among a plurality of relationship curves of the electrical angle differences and the motor torques, and determine all stator magnetic field rotation angles corresponding to the relationship curves of all electrical angle differences and the motor torques;

the execution parameters of the motor are as follows:

and controlling a second phase of the motor by adopting a fourth Pulse Width Modulation (PWM), wherein the magnitude and direction relation of the current of the first phase, the second phase and the third phase are as follows: i _b ＝-I _a ，I _c ＝0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

In an alternative manner, if the target rotation angle of the stator magnetic field is 60 °, the circuit connection manner of the motor is:

the execution parameters of the motor are as follows:

The execution parameters of the motor are as follows:

establishing a feedback control PID loop, and controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b ＝-I _a ＝2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

According to another aspect of the embodiment of the present invention, there is provided an electric vehicle charge control device including: processor, communication interface, memory, and communication bus.

Wherein: the processor, communication interface, and memory communicate with each other via a communication bus. A communication interface for communicating with network elements of other devices, such as clients or other servers, etc. The processor is configured to execute a program, and may specifically execute relevant steps in the foregoing embodiment of the electric vehicle charging control method.

And the memory is used for storing programs. The memory may comprise high speed RAM memory or may also comprise non-volatile memory, such as at least one disk memory.

The program may be specifically invoked by the processor to cause the electric vehicle charging control device to:

acquiring a rotor position of a motor;

In an alternative manner, the charging power curve includes a relationship curve of an electrical angle difference and a motor torque corresponding to a plurality of stator magnetic field rotation angles, respectively;

based on the electrical angle differences, searching for a relation curve of all electrical angle differences and motor torques corresponding to the preset torque attenuation amplitude of the motor torque in a plurality of relation curves of the electrical angle differences and the motor torque, and determining all stator magnetic field rotation angles corresponding to the relation curves of all electrical angle differences and the motor torque;

In an alternative mode, if the target rotation angle of the stator magnetic field is 0 °, the circuit connection mode of the motor is:

the execution parameters of the motor are as follows:

In an alternative mode, if the target rotation angle of the stator magnetic field is 30 °, the circuit connection mode of the motor is:

The execution parameters of the motor are as follows:

In an alternative mode, if the target rotation angle of the stator magnetic field is-30 °, the circuit connection mode of the motor is as follows:

the execution parameters of the motor are as follows:

In an alternative mode, if the target rotation angle of the stator magnetic field is 60 °, the circuit connection mode of the motor is:

the execution parameters of the motor are as follows:

establishing a feedback control PID loop controlling the different duty cycles of the second phase and the third phase outputsThe magnitude and direction relationship of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b ＝2×I _a ＝-I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

In an alternative mode, if the target rotation angle of the stator magnetic field is-60 °, the circuit connection mode of the motor is as follows:

the execution parameters of the motor are as follows:

According to yet another aspect of an embodiment of the present invention, there is provided a computer-readable storage medium having stored therein at least one executable instruction for causing an electric vehicle charging control apparatus/device to:

The embodiment of the invention obtains the rotor position of the motor; then, calculating an electrical angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, the first phase being any one of three phases of the motor; determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude; finally, based on the target rotation angle of the stator magnetic field, a control mode of the motor is generated, and by applying the technical scheme of the embodiment of the invention, the stator magnetic field of the motor can be rotated to a specific angle (target rotation angle), so that when boosting and charging are performed, the torque is reduced by utilizing the rotatable angle of the rotor, the movement and abnormal sound are weakened to an acceptable degree, and the user experience is improved.

The foregoing description is only an overview of the technical solutions of the embodiments of the present invention, and may be implemented according to the content of the specification, so that the technical means of the embodiments of the present invention can be more clearly understood, and the following specific embodiments of the present invention are given for clarity and understanding.

Drawings

The drawings are only for purposes of illustrating embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:

fig. 1 is a schematic flow chart of an embodiment of an electric vehicle charging control method according to an embodiment of the present invention;

fig. 2 is a schematic diagram showing the comparison of the effect of the rotatable angle of the rotor on the torque of the motor during boost charging of the electric vehicle according to the embodiment of the invention;

fig. 3 is a schematic diagram showing the influence of the rotation angle of the stator magnetic field on the torque of the motor and the optimization strategy when the electric automobile is boosted and charged according to the embodiment of the invention;

fig. 4 shows a schematic diagram of an optimization strategy for reducing torque by rotating a stator magnetic field angle during boost charging of an electric vehicle according to an embodiment of the present invention;

fig. 5 shows a schematic diagram of an equivalent circuit of operation of a first phase, a second phase and a third phase of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is 0 °;

Fig. 6 shows a schematic diagram of voltage waveforms of a first phase, a second phase and a third phase of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is 0 °;

fig. 7 is a schematic diagram showing a rotation position of a stator magnetic field axis of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is 0 °;

fig. 8 is a schematic diagram showing an equivalent circuit of the first, second and third phases of the motor when the rotation angle of the stator magnetic field provided by the embodiment of the invention is 30 °;

fig. 9 shows voltage waveforms of the first phase, the second phase and the third phase of the motor when the rotation angle of the stator magnetic field provided by the embodiment of the invention is 30 °;

fig. 10 shows a schematic diagram of a rotation position of a stator magnetic field axis of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is 30 °;

FIG. 11 is a schematic diagram showing an equivalent circuit of the operation of the first, second and third phases of the motor when the rotation angle of the stator magnetic field provided by the embodiment of the invention is-30 degrees;

fig. 12 is a schematic diagram showing voltage waveforms of a first phase, a second phase and a third phase of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is-30 °;

fig. 13 is a schematic diagram showing a rotation position of a stator magnetic field axis of a motor when a rotation angle of a stator magnetic field provided by the embodiment of the invention is-30 °;

Fig. 14 is a schematic diagram showing an equivalent circuit of the operation of the first, second and third phases of the motor when the rotation angle of the stator magnetic field provided by the embodiment of the invention is 60 °;

fig. 15 shows a schematic diagram of voltage waveforms of a first phase, a second phase and a third phase of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is 60 °;

fig. 16 shows a schematic diagram of a rotation position of a stator magnetic field axis of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is 60 °;

fig. 17 is a schematic diagram showing an equivalent circuit of the operation of the first, second and third phases of the motor when the rotation angle of the stator magnetic field provided by the embodiment of the invention is-60 °;

FIG. 18 is a schematic diagram showing voltage waveforms of a first phase, a second phase and a third phase of a motor when a rotation angle of a stator magnetic field provided by an embodiment of the present invention is-60 °;

fig. 19 is a schematic diagram showing a rotation position of a stator magnetic field axis of a motor when a rotation angle of a stator magnetic field provided by the embodiment of the invention is-60 °;

fig. 20 is a schematic structural diagram of an embodiment of an electric vehicle charging control device according to an embodiment of the present invention;

fig. 21 is a schematic structural diagram of an embodiment of an electric vehicle charging control device according to an embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention may be embodied in various forms and should not be limited to the embodiments set forth herein.

When the market is developed in the early stage, the designed charging pile with the voltage below 500V is used for charging a vehicle with a high-voltage platform with the voltage below 800V, and the problem of voltage incompatibility exists. For the problem of voltage discomfort, industry also develops and applies various schemes to improve the adaptation compatibility, for example, a scheme of taking a permanent magnet synchronous motor as an inductor and taking a motor controller MCU (Microcontroller Unit, micro control unit) as a controller to boost and charge, wherein the scheme generally has two branches, namely a scheme of leading out a neutral line, and a scheme of leading out a phase line; the second branch can provide higher inductance, so that no external inductance is needed, and the cost performance is higher.

However, the second branch is more likely to induce the problem of vehicle movement and abnormal sound when the boost charge is suddenly stopped, and various prior arts exist in order to overcome the problem, for example, the first prior art: the step-up charging is switched to the winding freewheel to reduce the torque change rate, so that the play and abnormal sound are avoided, and the defect of the mode is that: the method is based on high-speed acquisition of the voltage of the charging port, so that the switching process is timely discovered and rapidly started under the special working condition that the boost charging is suddenly stopped; and the requirements on the response speed and the load switching life of the relay are higher depending on the quick switching and the load switching of the relay. And the second prior art is as follows: the charge power derating proportion is set according to the rotor angle so as to restrain the torque in an acceptable range, thereby avoiding the movement and abnormal sound, and the scheme has the defects that: when the power is reduced proportionally, the performance utilization rate of the MCU and the motor and the boosting charging power are reduced proportionally, and the charging waiting time is increased proportionally.

In view of the foregoing, an embodiment of the present invention provides a method for controlling charging of an electric vehicle, as shown in fig. 1, which is a schematic flow chart of a first embodiment of the method for controlling charging of an electric vehicle, where the method for controlling charging of an electric vehicle is performed by an electric vehicle charging control device. As shown in fig. 1, the electric vehicle charging control method includes the steps of:

step 110: the rotor position of the motor is obtained.

Wherein the rotor position of the motor may be detected in a variety of ways, for example, a compound photoelectric encoder detection method, a sensor position detection method, a resolver detection method, a photoelectric encoder detection method, and/or a photoelectric encoder detection method.

Step 120: an electrical angle difference between the motor rotor and a first phase of the motor is calculated based on the rotor position of the motor, the first phase being any one of three phases of the motor.

In the embodiment of the present invention, a first phase is led out and is electrically connected to a charging port of a battery pack of the electric vehicle, but not limited thereto, and in the actual application process, a second phase or a third phase may be led out and electrically connected to a charging port of a battery pack of the electric vehicle.

Specifically, after the rotor position of the motor is obtained, an electrical angle difference between the motor rotor and the first phase of the motor may be calculated.

Step 130: and determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude.

In order to more clearly illustrate the technical scheme of the embodiment of the invention, taking fig. 2 as an example, fig. 2 is a schematic diagram showing the influence of the rotatable angle of the rotor on the torque of the motor during boost charging of the electric automobile. In fig. 2, the solid black line (curve 1) is a torque curve normalized with respect to 100% of the maximum torque at each electrical angle difference (electrical angle difference between the motor rotor and the first phase of the motor) when the rotor rotatable electrical angle is 0 °. In the graph, when the rotational electric angle of the rotor is ±5°, the torque curve after normalization is seen in each electric angle difference (electric angle difference between the rotor of the motor and the first phase of the motor), in which the curve 2 is shifted to the right by 5 ° in the range of 0 to 180 ° compared to the curve 1 having the rotational electric angle of 0 °, in the range of 180 ° to 360 ° compared to the curve 1 having the rotational electric angle of 0 °, in which the curve 2 is shifted to the left by 5 °, and the torque is close to 0 in the range of ±5°. In fig. 2, when the dot-dashed line (curve 3) is that the rotatable electrical angle of the rotor is ±10°, the normalized torque curve can be seen to be within a range of 0 to 180 °, compared with the curve 1 having the rotatable angle of 0 °, the curve 3 is shifted to the right by 10 °, and compared with the curve 1 having the rotatable electrical angle of 0 ° within a range of 180 to 360 °, the curve 3 is shifted to the left by 10 °, and the torque is close within a range of ±10°, so that the scheme of the embodiment of the invention can further reduce the motor torque by utilizing the influence of the rotatable angle of the rotor on the left and right shift of the torque curve.

Further, referring to fig. 3, a schematic diagram of the influence of the rotation angle of the stator magnetic field on the torque of the motor and the optimization strategy during boost charging of the electric automobile is shown, wherein the rotatable angle of the rotor in the schematic diagram is 0 °. The dotted line (curve 4) is a motor torque curve normalized with respect to the maximum torque of 100% for each electrical angle difference (electrical angle difference between the motor rotor and the first phase of the motor). The middle section dotted line (curve 5) in the graph is a torque curve after normalization under each electrical angle difference after 30 degrees of rotation of the stator magnetic field; the middle-segment dashed line (curve 6) is the torque curve after normalization for each electrical angle difference after-30 ° rotation of the stator magnetic field. The triangle dotted line (curve 7) in the figure is a torque curve after normalization under each electrical angle difference after 60 degrees of rotation of the stator magnetic field; the triangle-shaped broken line (curve 8) in the figure is the torque curve after normalization for each electrical angle difference after the stator magnetic field rotates by-60 °. As can be seen from the 5 curves of the dot-dashed line, the segment-shaped dashed line and the triangular dashed line, the maximum torque can be reduced by rotating the stator magnetic field, and under the condition of each (rotor and B phase) electrical angle difference, the optimal rotation angles under the condition of five rotation angles (0 degree, +/-30 degrees and+/-60 degrees) are corresponding to the rotation angles so as to achieve the minimum torque. However, excessive pursuing of the lowest torque can cause serious reduction of the charging power and greatly increase the charging time, so that a corresponding curve of the maximum charging power strategy under the condition of meeting certain torque limitation is a better strategy choice, namely a black solid line (curve 9) in the figure, and the charging power can be ensured as much as possible while the torque can be limited within an acceptable range so as to avoid vehicle movement and abnormal sound.

Referring to fig. 4, an optimization strategy diagram of torque reduction by rotating the stator magnetic field angle during boost charging of an electric vehicle is shown. The dotted line in the figure is a torque curve normalized to 100% of the maximum torque for each electrical angle difference (rotor and B phase). The dashed line in the middle of the figure is a curve corresponding to the maximum charging power strategy when the rotation angle of the stator magnetic field is five (0 °, ±30°, ±60°) selectable when the rotation angle of the rotor is 0 °), and it can be seen from fig. 4 that the maximum torque is reduced to about 40% compared with the dashed line in the dot-like form (the specific reduction value is related to the actual design, and is only an example here).

In the figure, the black solid line indicates that the rotation angle of the rotor is + -5 deg., and the rotation angle of the stator magnetic field has five (0 deg., + -30 deg., + -60 deg.) selectable maximum charging power strategies corresponding curves, and it can be seen from fig. 4 that the maximum torque is reduced to about 27% compared with the dotted line (the specific reduction value is related to the actual design, which is only an example).

As can be seen by comparing the black solid line with the segment-shaped dashed line, the torque is further reduced by utilizing the rotatable electric angle of the rotor. It should be noted that, in the present figure, the black solid line and the segment-shaped dashed line should be set according to the actually measured torque curve and the rotatable electrical angle of the stator in practical application: for each electrical rotation angle (0 °, ±30°, ±60°) satisfying the torque attenuation amplitude, a low rotation angle is preferable, that is, in the case of any electrical angle difference between the rotor and the first phase, if the rotation by 0 °, ±30°, 60 ° satisfies the desired torque attenuation amplitude, the rotation by 0 °; if the rotation of + -30 deg. and + -60 deg. both satisfy the desired torque attenuation amplitude, a rotation of + -30 deg. is preferred. After setting the black solid line or the segment-shaped dashed line, that is, the maximum charging power curve, the method can be applied to a control flow chart in the ninth drawing to determine the rotation angle α of the stator magnetic field.

Fig. 4 is a graph showing a relationship between an electric angle difference and a motor torque, where the electric angle difference corresponds to a plurality of stator magnetic field rotation angles, respectively; it should be noted that fig. 4 is only a schematic diagram illustrating angles of the stator magnetic field according to the embodiment of the present invention, and in a practical application process, a schematic diagram including other rotation angles of the stator magnetic field may be drawn.

Specifically, in order to determine the target rotation angle of the stator magnetic field of the motor, first, based on the electrical angle difference, in a plurality of relationship curves of the electrical angle difference and the motor torque, a relationship curve of all electrical angle differences and the motor torque corresponding to the preset torque attenuation amplitude is searched for, and all stator magnetic field rotation angles corresponding to the relationship curve of all electrical angle differences and the motor torque are determined, where, in an embodiment of the present invention, as shown in fig. 4, there may be a plurality of stator magnetic field rotation angles such that the motor torque meets the preset torque attenuation amplitude, for example, it is assumed that the electrical angle difference is 90 °, the required motor torque is less than 50%, and at this time, only two relationship curves (a solid line curve and a segment-shaped dashed line) in the relationship curves of the electrical angle difference and the motor torque meet the requirement, and then, the stator magnetic field rotation angles corresponding to the two relationship curves are determined respectively. At this time, the target rotation angle of the stator magnetic field of the motor needs to be selected from all the rotation angles of the stator magnetic field according to a preset priority, wherein the preset priority is 0 °, 30 ° -30 ° 60 ° and-60 ° in sequence from high to low in the embodiment of the present invention.

Step 140: and generating a control mode of the motor based on the target rotation angle of the stator magnetic field, wherein the control mode comprises a circuit connection mode and execution parameters of the motor.

The control mode of the generated motor is based on the target rotation angle of the stator magnetic field, when the electric automobile is boosted and charged, the stator magnetic field of the motor can be rotated to a specific angle (target rotation angle) by using the control mode, and under the condition, the torque is reduced by using the rotatable angle of the rotor, so that the movement and abnormal sound are weakened to an acceptable degree, and the user experience is greatly improved.

According to the electric vehicle charging control method provided by the embodiment of the invention, the rotor position of the motor is obtained; then, calculating an electrical angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, the first phase being any one of three phases of the motor; determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude; finally, based on the target rotation angle of the stator magnetic field, a control mode of the motor is generated, and by applying the technical scheme of the embodiment of the invention, the stator magnetic field of the motor can be rotated to a specific angle (target rotation angle), so that when boosting and charging are performed, the torque is reduced by utilizing the rotatable angle of the rotor, the movement and abnormal sound are weakened to an acceptable degree, and the user experience is improved.

In particular, the following five specific embodiments are provided for the difference of the target rotation angles of the stator magnetic field of the motor, which are respectively 0 °, 30 ° -30 °, 60 ° and-60 °.

If the target rotation angle of the stator magnetic field is 0 °, the circuit connection mode of the motor is as follows: controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile; and controlling the upper and lower bridge arms of the first phase to be normally open.

The execution parameters of the motor are as follows: controlling a second phase of the motor with a first pulse width modulation PWM (Pulse Width Modulation ), controlling a third phase of the motor with a second pulse width modulation PWM identical to the pulse signal of the first pulse width modulation PWM; the current magnitude and direction relationship of the first phase, the second phase and the third phase are as follows: i _b ＝-2×I _a ＝-2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

Specifically, as shown in fig. 5, when the target rotation angle of the stator magnetic field of the motor is 0 °, and the electric vehicle is boosted and charged, the first phase connector of the motor is led out to the charging port, the second phase and the third phase are synchronously PWM controlled by the motor controller, the inductance La of the second phase and the inductance Lc of the third phase can be equivalent to be connected in parallel, the total inductance of the first phase, the second phase and the third phase is equivalent to be one inductance, and the inductance is L _a //L _c +L _b The A, C phase PWM control is equivalent to the same PWM control, and is equivalent to one end of a PWM control inductor, the other end of the inductor is connected with the capacitor, wherein La is the inductor of the first phase. FIG. 6 is a schematic diagram showing waveforms of voltages of the second phase, the first phase and the third phase, respectively, the voltages of the second phase and the third phase being PWM waveforms having amplitudes switched back and forth between a high voltage positive (HV+), a high voltage negative (HV-) due to PWM control of a motor controller, the voltage of the first phase being a boost capacitorIs presented as a direct voltage. In fig. 7, the small circle corresponding to A, B, C, X, Y, Z is an equivalent position indication of the corresponding winding (rotor) within 360 ° of electrical angle, and the longitudinal straight line is the stator magnetic field axis under the working condition. The abscissa units of the voltage waveform diagrams in the embodiment of the invention are all time t.

If the target rotation angle of the stator magnetic field is 30 °, the circuit connection mode of the motor is as follows: controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile; and controlling the upper and lower bridge arms of the first phase and the second phase of the motor to be normally open.

The execution parameters of the motor are as follows: and adopting a third PWM to control a third phase of the motor, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: i _b ＝-I _c ，I _a ＝0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

Specifically, as shown in fig. 8, when the target rotation angle of the stator magnetic field of the motor is 30 °, and the electric automobile is boosted and charged, the first phase connector of the motor is led out to the charging port, the output of the second phase is not controlled, and the second phase is in an open circuit state, and at this time, the inductance of the second phase can be ignored; the third phase is PWM controlled by the motor controller, the total inductance of the second phase, the first phase and the third phase can be equivalent to one inductance, and the inductance is L _c +L _b One end of a PWM control inductor is equivalent, and the other end of the inductor is connected with the capacitor.

Fig. 9 is a schematic diagram of voltage waveforms for the second phase, the first phase, and the third phase, respectively, the second phase not being directly controlled by a motor controller, and being represented as equally divided voltages of the second phase and the third phase. The voltage of the third phase is in PWM waveform with amplitude switched back and forth on high voltage positive (HV+), high voltage negative (HV-) due to PWM control of the motor controller, and the voltage of the first phase is the terminal voltage of the boost capacitor and is in DC voltage. In fig. 10, the small circle A, B, C, X, Y, Z is indicated by the equivalent position of the corresponding winding (rotor) within 360 ° of the electrical angle, the oblique solid line is the stator magnetic field axis in the case of this figure, and the stator magnetic field axis (i.e., the longitudinal dashed line) is rotated counterclockwise by 30 °.

If the target rotation angle of the stator magnetic field is-30 degrees, the circuit connection mode of the motor is as follows: controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile; and controlling the upper and lower bridge arms of the first phase of the motor and the third phase of the motor to be normally open.

The execution parameters of the motor are as follows: and controlling a second phase of the motor by adopting the fourth Pulse Width Modulation (PWM), wherein the magnitude and direction relation of the current of the first phase, the second phase and the third phase are as follows: i _b ＝-I _a ，I _c ＝0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

Specifically, as shown in fig. 11, when the target rotation angle of the stator magnetic field of the motor is-30 °, and the electric vehicle is boosted and charged, the first phase connection of the motor is led out to the charging port, the third phase output is not controlled, and is in an open state, the second phase is PWM controlled by the motor controller, as shown in fig. 12, the third phase is not directly controlled by the motor controller, and is represented as a bisected voltage of the voltages of the first phase and the second phase. The voltage of the second phase is in PWM waveform with amplitude switched back and forth on high voltage positive (HV+), high voltage negative (HV-) due to PWM control of the motor controller, and the voltage of the first phase is the terminal voltage of the boost capacitor and is in DC voltage. As shown in fig. 13, the small circle A, B, C, X, Y, Z is indicated by the equivalent position of the corresponding winding (rotor) within 360 ° of the electrical angle, and the oblique solid line is the stator magnetic field axis in this scenario, at which time the stator magnetic field axis (i.e., the longitudinal dashed line) of the motor is rotated 30 ° clockwise.

If the target rotation angle of the stator magnetic field is 60 degrees, the circuit connection mode of the motor is as follows: controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile; and controlling the upper and lower bridge arms of the first phase to be normally open.

The execution parameters of the motor are as follows: controlling a second phase of the motor by using a fifth PWM, and controlling a third phase of the motor by using a sixth PWM; establishing a feedback control PID loop, and controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b ＝2×I _a ＝-I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

Specifically, as shown in fig. 14, when the target rotation angle of the stator magnetic field of the motor is 60 °, and the electric vehicle is boosted and charged, the first phase of the motor is led out to the charging port, and the second phase and the third phase are PWM-controlled by the motor controller. As shown in fig. 15, the voltages of the second phase and the third phase are represented as PWM waveforms whose amplitudes are switched back and forth on high voltage positive (hv+), high voltage negative (HV-) due to PWM control of the motor controller, but the duty ratios of the second phase and the third phase are different, the duty ratios of the second phase and the third phase are controlled by PID loops whose control targets are such that-I _c ＝2×I _b ＝2×I _a . The voltage of the first phase is the terminal voltage of the boost capacitor and is presented as a direct current voltage. As shown in fig. 16, the small circle A, B, C, X, Y, Z is indicated by the equivalent position of the corresponding winding (rotor) within 360 ° of the electrical angle, the solid oblique line is the stator magnetic field axis in this scenario, and the stator magnetic field axis (i.e., the dashed longitudinal line) of the motor is rotated counterclockwise by 60 °.

The second phase and the third phase have different duty ratios of PWM control waveforms, and cannot be simply and equivalently connected in parallel, so that the second phase and the third phase cannot be equivalently used as one end of a PWM control inductor, and the other end of the inductor is connected with a capacitor. In the working state of fig. 14, the situation that the current of the second phase is opposite to the current of the third phase occurs, that is, there is a forward or reverse current flowing from the second phase control end to the third phase control end, the current will not exist in a general boost power supply, because the current has no boost energy transfer function, and is not useful for the power supply, but is critical to the application scenario of the present invention, the current can be controlled to play a role of rotating the stator magnetic field of the motor by 60 degrees, so as to achieve the purpose of torque reduction and noise reduction.

If the target rotation angle of the stator magnetic field is-60 degrees, the circuit connection mode of the motor is as follows: controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile; and controlling the upper and lower bridge arms of the first phase to be normally open.

The execution parameters of the motor are as follows: controlling a second phase of the motor with a seventh PWM and controlling a third phase of the motor with an eighth PWM; establishing a feedback control PID loop, and controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b ＝-I _a ＝2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

Specifically, as shown in fig. 17, when the target rotation angle of the stator magnetic field of the motor is-60 °, the first phase of the motor is led out to the charging port during boost charging of the electric vehicle, and the second phase and the third phase are PWM-controlled by the motor controller. As shown in fig. 18, the voltages of the second phase and the third phase are represented as PWM waveforms whose amplitudes are switched back and forth on high voltage positive (hv+), high voltage negative (HV-) due to PWM control of the motor controller, but the duty ratios of the second phase and the third phase are different, the duty ratios of the second phase and the third phase are controlled by PID loops whose control targets are such that-I _a ＝2×I _b ＝2×I _c . The voltage of the first phase is the terminal voltage of the boost capacitor and is presented as a direct current voltage. As shown in FIG. 19, the small circles corresponding to A, B, C, X, Y, Z are the equivalent positions of the corresponding windings (rotors) within 360 electrical degrees, and are shown by solid oblique linesThe stator field axis of the motor (i.e. the longitudinal dashed line) is rotated clockwise by 60 ° for the stator field axis in the case of the figure.

The second phase and the third phase have different duty ratios of PWM control waveforms, and cannot be simply and equivalently connected in parallel, so that the second phase and the third phase cannot be equivalently used as one end of a PWM control inductor, and the other end of the inductor is connected with a capacitor. In the working state of fig. 14, the current of the second phase is opposite to the current of the third phase, that is, there is a forward or reverse current flowing from the second phase control end to the third phase control end, the current will not exist in a general boost power supply, because the current has no boost energy transfer function, and is not useful for the power supply, but is critical for the application scene of the invention, and the current can be controlled to play a role of-60 ° of rotation of the stator magnetic field of the motor, so as to achieve the purpose of torque reduction and noise reduction.

It should be noted that, in the embodiment of the present invention, the target rotation angle of the stator magnetic field may be set to other values, for example, the ±60° rotation in the embodiment of the present invention may be replaced by other similar angles, for example, 40 ° to 70 °, and the three-phase current ratio of the corresponding motor may be adjusted accordingly.

Fig. 20 is a schematic structural diagram of an embodiment of an electric vehicle charging control device according to an embodiment of the present invention. As shown in fig. 20, the electric vehicle charge control device 2000 includes: an acquisition module 2010, an electrical angle difference generation module 2020, a target rotation angle generation module 2030, and a control manner generation module 2040.

The acquiring module 2010 is configured to acquire a rotor position of the motor.

The electrical angle difference generating module 2020 is configured to calculate an electrical angle difference between the motor rotor and a first phase of the motor based on a rotor position of the motor, where the first phase is any one of three phases of the motor.

The target rotation angle generating module 2030 is configured to determine a target rotation angle of a stator magnetic field of the motor based on the electrical angle difference, a charging power curve of the motor, and a preset torque attenuation amplitude.

The control mode generating module 2040 is configured to generate a control mode of the motor based on the target rotation angle of the stator magnetic field, where the control mode includes a circuit connection mode and an execution parameter of the motor.

The target rotation angle generating module 2030 is further configured to search, based on the electrical angle differences, for all electrical angle differences and motor torque relationship curves corresponding to the preset torque attenuation amplitude, from a plurality of electrical angle differences and motor torque relationship curves, and determine all stator magnetic field rotation angles corresponding to all electrical angle differences and motor torque relationship curves.

and controlling the first phase to be electrically connected with a charging port of a battery pack of the electric automobile.

And controlling the upper and lower bridge arms of the first phase to be normally open.

And controlling the upper and lower bridge arms of the first phase and the second phase of the motor to be normally open.

And controlling the upper and lower bridge arms of the first phase of the motor and the third phase of the motor to be normally open.

And controlling a second phase of the motor by using a fifth PWM, and controlling a third phase of the motor by using a sixth PWM.

Establishing a feedback control PID loop to control different duty ratios of the second phase and the third phase output, wherein the first phaseThe magnitude and direction relationship of the currents of the phase, the second phase and the third phase are as follows: 2 xI _b ＝2×I _a ＝-I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

And controlling a second phase of the motor by using a seventh PWM, and controlling a third phase of the motor by using an eighth PWM.

According to the electric vehicle charging control device provided by the embodiment of the invention, the rotor position of the motor is obtained; then, calculating an electrical angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, the first phase being any one of three phases of the motor; determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude; finally, based on the target rotation angle of the stator magnetic field, a control mode of the motor is generated, and by applying the technical scheme of the embodiment of the invention, the stator magnetic field of the motor can be rotated to a specific angle (target rotation angle), so that when boosting and charging are performed, the torque is reduced by utilizing the rotatable angle of the rotor, the movement and abnormal sound are weakened to an acceptable degree, and the user experience is improved.

Fig. 21 is a schematic structural diagram of an embodiment of an electric vehicle charging control device according to an embodiment of the present invention, and the specific embodiment of the present invention does not limit the specific implementation of the electric vehicle charging control device.

As shown in fig. 21, the electric vehicle charge control device may include: a processor 2102, a communication interface (Communications Interface) 2104, a memory (memory) 2106, and a communication bus 2108.

Wherein: the processor 2102, communication interface 2104, and memory 2106 perform communication with each other via a communication bus 2108. A communication interface 2104 for communicating with network elements of other devices, such as clients or other servers. The processor 2102 is configured to execute the program 2110, and may specifically execute relevant steps in the embodiment of the method for controlling electric vehicle charging.

In particular, the program 2110 may include program code including computer-executable instructions.

The processor 2102 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention. The one or more processors included in the electric vehicle charging control device may be the same type of processor, such as one or more CPUs; but may also be different types of processors such as one or more CPUs and one or more ASICs.

A memory 2106 for storing the program 2110. The memory 2106 may include high-speed RAM memory or may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

The program 2110 may be specifically invoked by the processor 2102 to cause the electric vehicle charging control device to:

the rotor position of the motor is obtained.

An electrical angle difference between the motor rotor and a first phase of the motor is calculated based on the rotor position of the motor, the first phase being any one of three phases of the motor.

And determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude.

In an alternative form, the charging power curve includes a plurality of stator field rotation angles respectively corresponding to electrical angle differences and motor torque curves.

And searching for a relation curve of all the electric angle differences and the motor torque corresponding to the preset torque attenuation amplitude in a plurality of relation curves of the electric angle differences and the motor torque based on the electric angle differences, and determining all stator magnetic field rotation angles corresponding to the relation curves of all the electric angle differences and the motor torque.

According to the electric vehicle charging control device provided by the embodiment of the invention, the memory 2106 of the electric vehicle charging control device is used for storing the program 2110, and the program 2110 can be specifically called by the processor 2102 to be realized by acquiring the rotor position of the motor; then, calculating an electrical angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, the first phase being any one of three phases of the motor; determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude; finally, based on the target rotation angle of the stator magnetic field, a control mode of the motor is generated, and by applying the technical scheme of the embodiment of the invention, the stator magnetic field of the motor can be rotated to a specific angle (target rotation angle), so that when boosting and charging are performed, the torque is reduced by utilizing the rotatable angle of the rotor, the movement and abnormal sound are weakened to an acceptable degree, and the user experience is improved.

The embodiment of the invention provides a computer readable storage medium, which stores at least one executable instruction, and when the executable instruction runs on electric vehicle charging control equipment/device, the electric vehicle charging control equipment/device executes the electric vehicle charging control method in any method embodiment.

The executable instructions may be specifically for causing an electric vehicle charging control device/apparatus to:

the rotor position of the motor is obtained.

A feedback control PID loop is established and,controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b ＝-I _a ＝2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

The embodiment of the invention provides a computer readable storage medium, which is used for acquiring the rotor position of a motor when executable instructions stored in the computer readable storage medium are executed; then, calculating an electrical angle difference between the motor rotor and a first phase of the motor based on the rotor position of the motor, the first phase being any one of three phases of the motor; determining a target rotation angle of a stator magnetic field of the motor based on the electric angle difference, a charging power curve of the motor and a preset torque attenuation amplitude; finally, based on the target rotation angle of the stator magnetic field, a control mode of the motor is generated, and by applying the technical scheme of the embodiment of the invention, the stator magnetic field of the motor can be rotated to a specific angle (target rotation angle), so that when boosting and charging are performed, the torque is reduced by utilizing the rotatable angle of the rotor, the movement and abnormal sound are weakened to an acceptable degree, and the user experience is improved.

The algorithms or displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. In addition, embodiments of the present invention are not directed to any particular programming language.

In the description provided herein, numerous specific details are set forth. It will be appreciated, however, that embodiments of the invention may be practiced without such specific details. Similarly, in the above description of exemplary embodiments of the invention, various features of embodiments of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. Wherein the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.

Those skilled in the art will appreciate that the modules in the apparatus of the embodiments may be adaptively changed and disposed in one or more apparatuses different from the embodiments. The modules or units or components of the embodiments may be combined into one module or unit or component and, furthermore, they may be divided into a plurality of sub-modules or sub-units or sub-components. Except that at least some of such features and/or processes or elements are mutually exclusive.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names. The steps in the above embodiments should not be construed as limiting the order of execution unless specifically stated.

Claims

1. The electric automobile charging control method is characterized by comprising the following steps of:

acquiring a rotor position of a motor;

Calculating an electrical angle difference between a rotor of a motor and a first phase of the motor based on a rotor position of the motor, the first phase being any one of three phases of the motor;

based on the electric angle differences, searching a relation curve of all the electric angle differences corresponding to the motor torque meeting the preset torque attenuation amplitude and the motor torque in a charging power curve, and determining the rotation angles of the stator magnetic field corresponding to the relation curve of all the electric angle differences and the motor torque; the charging power curve comprises a plurality of relation curves of electric angle differences and motor torque, wherein the electric angle differences and the motor torque correspond to the rotation angles of the stator magnetic fields respectively;

screening out target rotation angles of stator magnetic fields of the motor from all the rotation angles of the stator magnetic fields based on preset priorities;

2. The electric vehicle charge control method according to claim 1, characterized by further comprising:

acquiring a rotor rotatable angle of the motor, and adjusting a torque curve by using the rotor rotatable angle to further reduce the motor torque, wherein the adjusting the torque curve by using the rotor rotatable angle comprises: moving the torque curve along a coordinate axis where an electrical angle difference between the rotor and the first phase is located, wherein the torque curve is as follows: and the relation curve of the rotatable angle of the rotor and the torque of the motor.

3. The electric vehicle charging control method according to claim 1, wherein if the target rotation angle of the stator magnetic field is 0 °, the circuit connection manner of the motor is:

the execution parameters of the motor are as follows:

controlling a second phase of the motor with a first pulse width modulation PWM, and controlling a third phase of the motor with a second pulse width modulation PWM identical to the pulse signal of the first pulse width modulation PWM; the current magnitude and direction relationship of the first phase, the second phase and the third phase are as follows: i _b =-2×I _a =-2×I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

4. The electric vehicle charging control method according to claim 1, wherein if the target rotation angle of the stator magnetic field is 30 °, the circuit connection manner of the motor is:

The execution parameters of the motor are as follows:

and adopting a third PWM to control a third phase of the motor, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: i _b =-I _c ，I _a =0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

5. The electric vehicle charging control method according to claim 1, wherein if the target rotation angle of the stator magnetic field is-30 °, the circuit connection manner of the motor is:

the execution parameters of the motor are as follows:

and controlling a second phase of the motor by adopting a fourth Pulse Width Modulation (PWM), wherein the magnitude and direction relation of the current of the first phase, the second phase and the third phase are as follows: i _b =-I _a ，I _c =0；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

6. The electric vehicle charging control method according to claim 1, wherein if the target rotation angle of the stator magnetic field is 60 °, the circuit connection manner of the motor is:

the execution parameters of the motor are as follows:

establishing a feedback control PID loop, and controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b =2×I _a =-I _c ；I _a For the current of the second phase, I _b For the current of the first phase, I _c Is the current of the third phase.

7. The electric vehicle charging control method according to claim 1, wherein if the target rotation angle of the stator magnetic field is-60 °, the circuit connection manner of the motor is:

the execution parameters of the motor are as follows:

establishing a feedback control PID loop, and controlling the second phase and the third phase to output different duty ratios, wherein the magnitude and direction relation of the currents of the first phase, the second phase and the third phase are as follows: 2 xI _b =-I _a =2×I _c ；I _a For the current of the second phase, I _b For the firstPhase currents, I _c Is the current of the third phase.

8. An electric vehicle charge control device, characterized in that the electric vehicle charge control device includes:

the acquisition module is used for acquiring the rotor position of the motor;

the electric angle difference generating module is used for calculating the electric angle difference between a motor rotor and a first phase of the motor based on the rotor position of the motor, wherein the first phase is any one of three phases of the motor;

the target rotation angle generation module is used for searching a relation curve of all electric angle differences and motor torque corresponding to the motor torque meeting the preset torque attenuation amplitude in a charging power curve based on the electric angle differences, and determining the stator magnetic field rotation angles corresponding to the relation curve of all the electric angle differences and the motor torque, wherein the charging power curve comprises a plurality of relation curves of the electric angle differences and the motor torque corresponding to the stator magnetic field rotation angles respectively;

and the target rotation angle of the stator magnetic field of the motor is selected from all the rotation angles of the stator magnetic field based on the preset priority;

and the control mode generation module is used for generating a control mode of the motor based on the target rotation angle of the stator magnetic field, wherein the control mode comprises a circuit connection mode and execution parameters of the motor.

9. An electric vehicle charge control device, characterized by comprising: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete communication with each other through the communication bus;

the memory is configured to store at least one executable instruction that causes the processor to perform the operations of the electric vehicle charging control method according to any one of claims 1 to 7.

10. A computer readable storage medium, wherein at least one executable instruction is stored in the storage medium, which when run on an electric vehicle charging control device/apparatus causes the electric vehicle charging control device/apparatus to perform the operations of the electric vehicle charging control method according to any one of claims 1-7.