CN107302241B - DCDC converter control method and device - Google Patents

DCDC converter control method and device Download PDF

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Publication number
CN107302241B
CN107302241B CN201610236376.1A CN201610236376A CN107302241B CN 107302241 B CN107302241 B CN 107302241B CN 201610236376 A CN201610236376 A CN 201610236376A CN 107302241 B CN107302241 B CN 107302241B
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power
dcdc converter
voltage
motor
speed regulation
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CN107302241A (en
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冷宏祥
邱国茂
汪中
密刚刚
汪巅
田武岭
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/24—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed with main controller driven by a servomotor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A DCDC converter control method and device, the control method includes: when the condition that a driving motor powered by a high-voltage battery has a synchronous speed regulation working condition requirement is detected, calculating the time required by synchronous speed regulation of the driving motor; when the time required by synchronous speed regulation is detected to exceed the preset time length, if downshift operation is executed, power consumed by a driving motor for synchronous speed regulation during downshift is calculated, and when the required consumed power is larger than the available discharge power of a high-voltage battery, the power use of the high-voltage battery from a low-voltage system is controlled to be reduced, and the charging voltage set point of a DCDC converter is reduced; and if the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, and controlling to increase the power use of the high-voltage battery from the low-voltage system and improve the charging voltage set point of the DCDC converter when the charging power is greater than the available charging power of the high-voltage battery. By adopting the method and the device, the DCDC converter can respond to the working requirement of the motor in time.

Description

DCDC converter control method and device
Technical Field
The invention relates to the field of vehicles, in particular to a control method and a control device for a direct current-direct current (DCDC) converter.
Background
Hybrid vehicles (Hybrid vehicles) are vehicles in which a Vehicle drive system is composed of a combination of multiple single drive systems capable of operating simultaneously, and the running power of the Vehicle is provided by the single drive systems individually or together according to the actual running state of the Vehicle. The Hybrid electric vehicle is generally referred to as a Hybrid Electric Vehicle (HEV), which uses a conventional internal combustion engine and an electric motor as power sources.
In a hybrid vehicle, power consumption of on-vehicle devices is generally realized by a direct current to direct current (DCDC) converter, which converts an output voltage of a high-voltage battery into a voltage of 12V to supply power to the on-vehicle devices. Electric shift actuators and electrically controlled clutches have been widely used in hybrid vehicles and pure electric vehicles.
In the prior art, in a hybrid vehicle, a gear selection motor is used to perform a gear selection operation, and a gear shifting motor is used to perform a gear shifting operation. When the gear selecting and shifting operation is carried out, gear selecting and gear shifting are respectively realized by a gear selecting motor and a gear shifting motor which are powered by 12V voltage. The existing DCDC converter has the possibility of not responding to the power demand of the motor supplied by the 12V voltage in time, which results in the increase of the gear shifting time.
Disclosure of Invention
The technical problem solved by the invention is how to make the DCDC converter respond to the working requirement of the motor in time.
To solve the above problem, an embodiment of the present invention provides a DCDC converter control method, including: when the condition that a driving motor powered by a high-voltage battery has a synchronous speed regulation working condition requirement is detected, calculating the time required by synchronous speed regulation of the driving motor; when the time required by the synchronous speed regulation exceeds the preset time length, judging whether the gear shifting motor executes the downshift operation currently; when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power; when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
Optionally, the DCDC converter control method further includes: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
In order to solve the above technical problem, an embodiment of the present invention further provides another DCDC converter control method, including: when detecting that a motor powered by the DCDC converter is to be started, calculating the total low-voltage power required by the motor during working; comparing the required total low voltage power with a current remaining power of the DCDC converter; when the current residual power of the DCDC converter is detected to be less than the required total low-voltage power, controlling to reduce the power usage of the existing load of the DCDC converter and provide power supply for the motor to be started.
Optionally, the motor powered by the DCDC converter includes at least one of: an electric control clutch motor, a gear selecting motor and a gear shifting motor.
Optionally, after controlling to reduce the power usage of the existing load of the DCDC converter and providing power supply for the motor to be started, the method further includes: judging whether the motor action is finished or not; and when the motor action is completed, restoring the load with reduced power use on the DCDC converter to the power supply before reduction.
Optionally, the DCDC converter control method further includes: judging whether a charging voltage set point increasing condition of the DCDC converter is met; when satisfied, increasing the DCDC converter charging voltage set point.
Optionally, when the motor action is completed, the method further includes: resetting the increased charging voltage set point of the DCDC converter to an initial value before the increase.
Optionally, the DCDC converter control method further includes: when the condition that a driving motor powered by a high-voltage battery has a synchronous speed regulation working condition requirement is detected, calculating the time required by synchronous speed regulation of the driving motor; when the time required by the synchronous speed regulation exceeds the preset time length, judging whether the gear shifting motor executes the downshift operation currently; when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power; when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
Optionally, the DCDC converter control method further includes: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
An embodiment of the present invention provides a DCDC converter control apparatus, including: the second synchronous speed regulation time calculation unit is used for calculating the time required by synchronous speed regulation of the driving motor when the driving motor powered by the high-voltage battery is detected to have the requirement on the synchronous speed regulation working condition; the gear shifting judging unit is used for judging whether the gear shifting motor executes the downshift operation currently or not when the time required by the synchronous speed regulation is detected to exceed the preset time length; a second control unit for: when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power; when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
Optionally, the DCDC converter control device further includes: a second reset unit to: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
An embodiment of the present invention further provides another DCDC converter control apparatus, including: the power calculation unit is used for calculating the total low-voltage power required by the motor during working when the motor powered by the DCDC converter is detected to be started; a comparison unit for comparing the required total low voltage power with a current remaining power of the DCDC converter; a first control unit for controlling to reduce power usage of an existing load of the DCDC converter and to provide power supply for the motor to be started when it is detected that the current remaining power of the DCDC converter is less than the required total low-voltage power.
Optionally, the motor powered by the DCDC converter includes at least one of: an electric control clutch motor, a gear selecting motor and a gear shifting motor.
Optionally, the DCDC converter control device further includes: and the first resetting unit is used for restoring the load used by the reduced power on the DCDC converter to the power supply before the reduction when the motor action is detected to be finished.
Optionally, the DCDC converter control device further includes: a charging voltage setting unit for increasing the DCDC converter charging voltage set point when a DCDC converter charging voltage set point increasing condition is satisfied.
Optionally, the first resetting unit is further configured to: and when the motor action is completed, resetting the charging voltage set point of the DCDC converter after being increased to an initial value before being increased.
Optionally, the DCDC converter control device further includes: the first gear shifting judging unit is used for judging whether the gear shifting motor executes the downshift operation at present when the time required by the synchronous speed regulation is detected to exceed the preset time length; the first control unit is further configured to: when a downshift operation is performed, if the consumed power required by the synchronous speed regulation of the driving motor is larger than the available discharge power of a high-voltage battery during downshift, controlling to reduce the power use of the high-voltage battery from a low-voltage system and reduce the charging voltage set point of the DCDC converter; when the gear-up operation is executed, if the charging power during the synchronous speed regulation during the gear-up is larger than the available charging power of the high-voltage battery, the power usage of the high-voltage battery from a low-voltage system is controlled to be increased, and the charging voltage set point of the DCDC converter is increased.
Optionally, the first resetting unit is further configured to: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
Compared with the prior art, the technical scheme of the embodiment of the invention has the following beneficial effects:
when a synchronous speed regulation working condition requirement exists in a driving motor powered by a high-voltage battery, aiming at a downshift operation and an upshift operation, calculating consumed power corresponding to the downshift operation and charging power corresponding to the upshift operation respectively. When the consumed power corresponding to the downshift operation is greater than the available discharge power of the high-voltage battery, reducing power usage of the high-voltage battery from the low-voltage system and reducing a charging voltage set point of the DCDC converter; when the consumed power corresponding to the upshifting operation is larger than the available charging power of the high-voltage battery, the power usage of the high-voltage battery from the low-voltage system is increased, and the charging voltage set point of the DCDC converter is increased, so that the time length required for synchronous speed regulation is reduced.
When it is detected that the motor supplied by the DCDC converter is to be started, the low-voltage power required to start the motor is calculated and compared with the current remaining power of the DCDC converter. When the current residual power of the DCDC converter is smaller than the low-voltage power required by starting the motor, namely the current residual power of the DCDC converter cannot meet the motor starting requirement in time, the use of the existing load power on the DCDC converter is reduced, so that the current residual power of the DCDC converter is increased to meet the low-voltage power required by starting the motor, and the working requirement of the motor can be responded in time.
Further, when the charging voltage set point increasing condition of the DCDC converter is satisfied, the charging voltage set point of the DCDC converter is increased, and accordingly, the output power of the DCDC converter is increased, which means that the current residual power of the DCDC converter is increased, so that the working requirement of the motor can be responded in time.
Drawings
Fig. 1 is a flowchart of a DCDC converter control method in an embodiment of the present invention;
fig. 2 is a flowchart of another DCDC converter control method in the embodiment of the present invention;
fig. 3 is a schematic structural diagram of a DCDC converter control apparatus according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of another DCDC converter control device in the embodiment of the present invention.
Detailed Description
In the prior art, an electric motor is provided in the electronically controlled clutch, and power is usually supplied through a DCDC converter to drive the electronically controlled clutch to work. When the gear selecting and shifting operation is performed, the gear selecting and shifting are generally realized by adopting a gear selecting motor and a gear shifting motor, and both the gear selecting motor and the gear shifting motor can be supplied with power through a DCDC converter. The maximum power input by a motor in the electric control clutch is about 700 watts, the maximum power input by a gear selecting motor and a gear shifting motor is about 700 watts, and the input power required by the motors during working is larger.
When a motor powered by the DCDC converter is to be started, the DCDC converter may not respond to the power demand of the motor in time due to the large power required by the motor and the large load carried on the DCDC converter. Specifically, if the DCDC converter cannot respond to the motor of the electronically controlled clutch in time, there is a problem that torque control transmitted by the electronically controlled clutch is not accurate. If the DCDC converter cannot respond to the gear selecting motor and the gear shifting motor in time, the gear shifting time is long.
In view of the above problems, in the embodiment of the present invention, when it is detected that the motor supplied with power by the DCDC converter is to be started, the low-voltage power required to start the motor is calculated and compared with the current remaining power of the DCDC converter. When the current residual power of the DCDC converter is smaller than the low-voltage power required by starting the motor, namely the current residual power of the DCDC converter cannot meet the motor starting requirement in time, the use of the existing load power on the DCDC converter is reduced, so that the current residual power of the DCDC converter is increased to meet the low-voltage power required by starting the motor, and the working requirement of the motor can be responded in time.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
An embodiment of the present invention provides a method for controlling a DCDC converter, which is described in detail below with reference to fig. 1 through specific steps.
And step S101, judging whether a motor powered by the DCDC converter is to be started.
In an embodiment of the present invention, the motors powered by the DCDC may include an electronically controlled clutch motor, a gear selection motor, and a gear shift motor. When the motor is to be started, the corresponding requirement of the current vehicle is indicated. For example, when the electric machine of the electronically controlled clutch is to be started, it means that there is a need for an electric clutch. When the gear selection motor is to be started, it means that there is a need for a gear selection operation.
Step S102 may be executed when it is detected that any one of the electronically controlled clutch motor, the gear selection motor, and the shift motor is in a to-be-started state.
And step S102, calculating the total low-voltage power required by the motor during working.
In a specific implementation, the total low-voltage power required by the motor during operation is as follows: the sum of the required low-voltage powers of all the motors to be started currently in normal operation.
For example, when only the electric control clutch motor is detected to be started, namely when the electric control clutch operation requirement exists, the total low-voltage power is the low-voltage power required by the electric control clutch motor in operation. Correspondingly, when only the gear selection motor is detected to be started, namely when the gear selection motor needs to work, the total low-voltage power is the low-voltage power required by the gear selection motor when the gear selection motor works; when only detecting that the gear shifting motor is to be started, namely when the work requirement of the gear shifting motor exists, the total low-voltage power is the low-voltage power required by the gear shifting motor during work.
In practical application, there may be a condition that the electric control clutch motor is to be started and both the gear selecting motor and the gear shifting motor are to be started, and at this time, the total low-voltage power P is P1+P2+P3Wherein P is1For the low-voltage power, P, required for the operation of the electric clutch motor2For the low-voltage power, P, required for the operation of the gear-selection motor3The low-voltage power required by the gear shifting motor during working.
After calculating the total low voltage power required for the motor to operate, step S103 is executed.
Step S103, comparing the required total low-voltage power with the current remaining power of the DCDC converter, and determining whether the required total low-voltage power is greater than the current remaining power of the DCDC converter.
In practical applications, the DCDC converter may supply power to other devices in the vehicle, for example, comfort devices in the vehicle, which may include a car navigation system, a car entertainment system, a seat heating device, and the like, in addition to the three motors.
The output power of the DCDC converter is subtracted from the power consumed by the load mounted on the DCDC converter, so that the current residual power of the DCDC converter can be obtained.
The required total low-voltage power acquired in step S102 is compared with the current remaining power of the DCDC converter. When the total low-voltage power required is less than the current remaining power of the DCDC converter, meaning that the DCDC converter is currently capable of providing the total low-voltage power required by the motor to be started, the DCDC converter may directly provide the power supply for the motor to be started. When the required total low-voltage power is greater than the current remaining power of the DCDC converter, which means that the power that the DCDC converter can currently output cannot meet the requirement of the motor to be started, step S104 is performed.
And step S104, controlling to reduce the power use of the existing load of the DCDC converter and providing power supply for the motor to be started.
In the specific implementation, because the current residual power of the DCDC converter is small, the requirement for providing power supply for the motor to be started cannot be met, and therefore, the power output of the existing load on the DCDC converter can be reduced, so that the power which can be output by the DCDC converter can be improved.
In the embodiment of the invention, the reduction of the power output of the existing load on the DCDC converter can be realized by turning off the power utilization of some comfort equipment on the vehicle. For example, the vehicle seat heating device may be turned off, the multimedia entertainment system may be turned off, and so on. After the load on the DCDC converter is reduced, the residual power of the DCDC converter is increased, so that power output can be provided for the motor to be started in time.
For example, if the vehicle currently has a gear shift request, the gear shift motor is to be started. The low-voltage power required by the gear shifting motor in normal operation is P2The current residual power of the DCDC converter is P0And P is2＞P0I.e. the DCDC converter cannot currently respond to the power demand of the shift motor in time. Thus, the power usage of the existing load on the DCDC converter may be reduced such that the remaining power P of the DCDC converter0And increasing until the DCDC converter can meet the low-voltage power requirement of the gear shifting motor.
It follows that when it is detected that the motor supplied by the DCDC converter is to be started, the low-voltage power required to start the motor is calculated and compared with the current remaining power of the DCDC converter. When the current residual power of the DCDC converter is smaller than the low-voltage power required by starting the motor, namely the current residual power of the DCDC converter cannot meet the motor starting requirement in time, the use of the existing load power on the DCDC converter is reduced, so that the current residual power of the DCDC converter is increased to meet the low-voltage power required by starting the motor, and the working requirement of the motor can be responded in time.
By adopting the control method of the DCDC converter provided by the embodiment of the invention, when the motor to be started is the electric control clutch motor, the DCDC converter can respond to the electric control clutch motor in time, so that the accuracy of torque transmission of the electric control clutch can be improved. When the motor to be started is a gear selection motor or a gear shifting motor, the DCDC converter responds in time to reduce the gear shifting time.
In the embodiment of the invention, the DCDC power supply supplies power to the motor when the motor works. When the motor operation is completed, step S105 may be further performed.
And step S105, restoring the load which is used by the DCDC converter and reduces the power to the power supply before the reduction.
In the embodiment of the present invention, after the motor is operated, the power of the load whose power is reduced in step S104 may be restored to the power supply before the reduction. For example, the load with reduced power usage is the electrical load of the comfort device, before step S104, i.e. the power is not reducedBefore use, the DCDC converter supplies power P to the comfort equipments0. In step S104, the DCDC converter reduces the power usage of the comfort electrical load, and the power provided to the comfort electrical load is Ps1. After the motor is operated, the power provided by the DCDC converter to the comfort electric equipment is recovered from Ps1Is recovered to Ps0。
In step S103, the magnitude relationship between the total low-voltage power required for the motor to operate and the current remaining power of the DCDC converter can be obtained. After the magnitude relation is obtained, whether the charging voltage set point increasing condition of the DCDC converter is met or not can be judged. That is, whether the total low-voltage power required for the motor to operate is greater than the current remaining power of the DCDC converter or not can be determined whether the DCDC converter charging voltage set point increasing condition is currently satisfied or not.
When the DCDC converter charging voltage set point increase condition is satisfied, the DCDC converter charging voltage set point may be increased. Otherwise, the DCDC converter charging voltage set point is kept unchanged.
The benefits of increasing the DCDC converter charging voltage set point are: when the charging voltage set point of the DCDC converter is increased, under the condition that the current is not changed, the input power of the DCDC converter is increased, and the increase of the charging voltage can effectively reduce the loss of the on-line resistor between the DCDC converter and the high-voltage battery and improve the charging efficiency of the DCDC converter.
In the embodiment of the invention, when the shift motor is performing a shift operation, the gear of the drive target gear is rotated. After the synchronizer is disengaged from the gear corresponding to the current gear, the driving motor can be driven to drive the synchronizer to rotate, so that the rotating speed of the synchronizer is close to that of the target gear. The process of the driving motor for regulating the speed of the synchronizer is called a synchronous speed regulating process. When the rotating speed of the synchronizer is close to that of the target gear, the gear shifting motor controls the synchronizer to be combined with the gear of the target gear, and the problem that the gear shifting process is trembled due to the fact that the rotating speed of the synchronizer is different from that of the target gear can be effectively solved. The drive motor may be powered by a high voltage battery.
For example, the shift motor currently executes a downshift operation, the current gear is 2, the rotation speed is 1500 rpm, the target gear is 1, and the rotation speed is 2000 rpm. After the synchronizer is disengaged from the 2 gear, the rotating speed of the synchronizer is 1500 rpm, the rotating speed of the synchronizer is adjusted to be close to 2000 rpm through the driving motor, at the moment, the rotating speed of the synchronizer is close to the rotating speed of the target gear, and therefore the gear shifting motor can conveniently mesh the synchronizer with the gear of the target gear.
For the synchronous speed regulation condition, another DCDC converter control method is further provided in the embodiment of the present invention, and details are described below with reference to fig. 2 through specific steps.
Step S201, when the synchronous speed regulation working condition of the driving motor is detected, calculating the time required by the synchronous speed regulation of the driving motor.
In the embodiment of the invention, the driving motor is a TM motor and is powered by a vehicle-mounted high-voltage battery. When the synchronous throttle condition exists, it means that the vehicle is currently performing a shift operation. The time required by the synchronous speed regulation of the driving motor is related to whether the current charge and discharge power of the high-voltage battery is limited or not.
When it is detected that the time required for the synchronous speed regulation exceeds the preset time length, step S202 is executed.
In step S202, it is determined whether the shift motor is currently performing a downshift operation.
In the embodiment of the present invention, the shift operation performed by the shift motor includes a downshift operation and an upshift operation. When the shift motor is currently performing a downshift operation, executing step S203; in contrast, when the shift motor is currently performing the upshift operation, step S207 is performed.
In step S203, the power consumed for the synchronous speed control of the drive motor during the downshift is calculated.
In the embodiment of the invention, when the downshift operation is executed, the rotating speed of the target gear is greater than the rotating speed of the current gear, namely the rotating speed of the synchronizer is less than the rotating speed of the target gear. Therefore, the synchronizer can be rotated by the driving motor to increase the rotation speed of the synchronizer, and the process is a power consumption process, and the power consumed by the driving motor is provided by the high-voltage battery.
And step S204, comparing the power required to be consumed with the available discharge power of the high-voltage battery, and judging whether the power required to be consumed is greater than the available discharge power of the high-voltage battery.
When the power consumed by the driving motor is larger than the available discharge power of the high-voltage battery, which means that the power which can be output by the high-voltage battery at present cannot meet the requirement of the driving motor, executing step S205; when the power consumed by the driving motor is smaller than the available discharge power of the high-voltage battery, the power which can be output by the high-voltage battery at present can meet the requirement of the driving motor, and therefore the power consumed by synchronous speed regulation can be directly provided for the driving motor.
In step S205, the power usage of the high voltage battery from the low voltage system is reduced, and the charging voltage set point of the DCDC converter is lowered.
In an embodiment of the present invention, reducing power usage from the low voltage system to the high voltage battery may comprise: and closing the comfort power demand, closing the high-voltage air conditioner request and the like. In practical applications, the DCDC converter is powered by the high-voltage battery, i.e. the DCDC converter may also be regarded as a load of the high-voltage battery. By lowering the charging voltage set point of the DCDC converter, the power consumed by the DCDC converter can be reduced, and the load on the high-voltage battery can be reduced.
The power usage of the high-voltage battery from the low-voltage system is reduced, and the available discharge power of the high-voltage battery is improved, so that the power consumed when the driving motor is synchronously regulated is met. After the execution of step S205 is completed, step S206 may be executed.
And step S206, judging whether the synchronous speed regulation is finished. When the synchronous speed regulation is finished, executing step S210; when the synchronous speed regulation is not completed, the step S205 is continuously executed.
And step S207, calculating the charging power of the driving motor during synchronous speed regulation during gear upshift.
In the embodiment of the invention, during the gear upshift, the rotating speed of the current gear is greater than that of the target gear. When the synchronizer is disengaged, the synchronizer can drive the driving motor to rotate, so that the rotating speed is reduced. At this time, the driving motor may generate power and charge the high voltage battery with the generated power.
And step S208, comparing the charging power with the available charging power of the high-voltage battery, and judging whether the charging power is greater than the available charging power of the high-voltage battery.
In the embodiment of the present invention, when the charging power when the driving motor performs synchronous speed adjustment is greater than the available charging power of the high-voltage battery, which means that the high-voltage battery cannot completely receive the electric energy generated by the driving motor, step S209 is executed; when the charging power of the driving motor during synchronous speed regulation is smaller than the available charging power of the high-voltage battery, the high-voltage battery can completely receive the electric energy generated by the driving motor, and therefore the electric energy generated by the driving motor is completely charged into the high-voltage battery.
Step S209 increases the power usage of the high voltage battery from the low voltage system and increases the charging voltage set point of the DCDC converter.
In the embodiment of the present invention, contrary to step S205, the electric energy generated by the driving motor is consumed by increasing the power usage of the high voltage battery from the low voltage system and increasing the charging voltage set point of the DCDC converter. For example, power usage for comfort power usage needs may be improved. After the execution of step S209 is completed, step S210 may be executed.
And step S210, judging whether the synchronous speed regulation is finished. When the synchronous speed regulation is completed, executing step S211; when the synchronous pacing is not completed, the step S209 is continuously executed.
In step S211, the power supply of the high voltage battery and the charging voltage set point of the DCDC converter are restored.
In the embodiment of the invention, when the gear shifting motor performs the downshift operation, the speed regulating phase is synchronized, the power usage of comfort power utilization is reduced, and the charging voltage set point of the DCDC converter is reduced. Therefore, after the synchronous throttling is completed, the power usage of the comfort power can be restored to the pre-reduction value, and the charging voltage set point of the DCDC converter is also reset to the pre-reduction value.
For example, the gear-shifting motor performs a downshift operation, and comfort power is used during the synchronous speed-adjusting stagePower usage from Ps2Down to PS2The charging voltage set point of the DCDC converter is lowered from 12V to 10V. The power usage of comfort electricity is changed from P after the synchronous speed regulation is finishedS2Adjusted to Ps2The charging voltage set point of the DCDC converter is adjusted from 10V to 12V.
When the gear shifting motor performs a downshift operation, the speed regulating phase is synchronized, the power usage for comfort power utilization is increased, and the charging voltage set point of the DCDC converter is increased. Therefore, after the synchronous pacing is completed, the power usage of the comfort power can be restored to the power supply before the increase, and the charging voltage set point of the DCDC converter can be reset to the value before the increase.
Referring to fig. 3, an embodiment of the present invention provides a DCDC converter control apparatus 30, including: a power calculation unit 301, a comparison unit 302, and a first control unit 303, wherein:
a power calculating unit 301, configured to calculate a total low-voltage power required by the motor when the motor powered by the DCDC converter is detected to be started;
a comparing unit 302 for comparing the required total low voltage power with a current remaining power of the DCDC converter;
a first control unit 303, configured to control to reduce power usage of an existing load of the DCDC converter and provide power supply for the motor to be started when it is detected that the current remaining power of the DCDC converter is less than the required total low-voltage power.
In a specific implementation, the electric machine powered by the DCDC converter includes at least one of: an electric control clutch motor, a gear selecting motor and a gear shifting motor.
In a specific implementation, the DCDC converter control device 30 may further include: a first resetting unit 304, configured to restore the load on the DCDC converter that is used by the reduced power to the power supply before the reduction when the motor action is detected to be completed.
In a specific implementation, the DCDC converter control device 30 may further include: a charging voltage setting unit 305 for increasing the DCDC converter charging voltage set point when the DCDC converter charging voltage set point increase condition is satisfied.
In a specific implementation, the first resetting unit 304 may further be configured to: and when the motor action is completed, resetting the charging voltage set point of the DCDC converter after being increased to an initial value before being increased.
In a specific implementation, the DCDC converter control device 30 may further include:
the first synchronous speed regulation time calculation unit (not shown in the figure 3) is used for calculating the time required by synchronous speed regulation of the driving motor when the fact that the driving motor powered by the high-voltage battery has a synchronous speed regulation working condition requirement is detected;
a first shift determination unit (not shown in fig. 3) configured to determine whether a downshift operation is currently performed by the shift motor when it is detected that the time required for synchronous speed regulation exceeds a preset time duration;
the first control unit 303 is further configured to: when a downshift operation is performed, if the consumed power required by the synchronous speed regulation of the driving motor is larger than the available discharge power of a high-voltage battery during downshift, controlling to reduce the power use of the high-voltage battery from a low-voltage system and reduce the charging voltage set point of the DCDC converter; when the gear-up operation is executed, if the charging power during the synchronous speed regulation during the gear-up is larger than the available charging power of the high-voltage battery, the power usage of the high-voltage battery from a low-voltage system is controlled to be increased, and the charging voltage set point of the DCDC converter is increased.
In a specific implementation, the first resetting unit 304 may further be configured to: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
Referring to fig. 4, an embodiment of the present invention further provides a DCDC converter control apparatus 40, including: a second synchronous speed regulation time calculation unit 401, a gear shift determination unit 402, and a second control unit 403, wherein:
the second synchronous speed regulation time calculation unit 401 is configured to calculate a time required for synchronous speed regulation of the driving motor when it is detected that the driving motor powered by the high-voltage battery has a requirement on a synchronous speed regulation working condition;
a shift determining unit 402, configured to determine whether a downshift operation is currently performed by the shift motor when it is detected that the time required for synchronous speed adjustment exceeds a preset time;
a second control unit 403 for: when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power; when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
In a specific implementation, the DCDC converter control apparatus 40 may further include: a second resetting unit 404 for: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be implemented by associated hardware instructed by a program, which may be stored in a computer-readable storage medium, and the storage medium may include: ROM, RAM, magnetic or optical disks, and the like.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims (14)

1. A DCDC converter control method, comprising:
when the condition that a driving motor powered by a high-voltage battery has a synchronous speed regulation working condition requirement is detected, calculating the time required by synchronous speed regulation of the driving motor;
when the time required by the synchronous speed regulation exceeds the preset time length, judging whether a gear shifting motor executes a downshift operation currently;
when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power;
when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
2. The DCDC converter control method of claim 1, further comprising:
when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction;
when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
3. A DCDC converter control method, comprising:
when detecting that a motor powered by the DCDC converter is to be started, calculating the total low-voltage power required by the motor during working;
comparing the required total low voltage power with a current remaining power of the DCDC converter;
when the current residual power of the DCDC converter is detected to be smaller than the required total low-voltage power, controlling to reduce the power usage of the existing load of the DCDC converter and providing power supply for the motor to be started;
wherein the motor powered by the DCDC converter comprises at least one of: an electric control clutch motor, a gear selecting motor and a gear shifting motor;
when the condition that a driving motor powered by a high-voltage battery has a synchronous speed regulation working condition requirement is detected, calculating the time required by synchronous speed regulation of the driving motor;
when the time required by the synchronous speed regulation exceeds the preset time length, judging whether the gear shifting motor executes the downshift operation currently;
when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power;
when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
4. The DCDC converter control method of claim 3, further comprising, after controlling to reduce power usage of an existing load of the DCDC converter and to provide power supply to the motor to be started:
judging whether the motor action is finished or not;
and when the motor action is completed, restoring the load with reduced power use on the DCDC converter to the power supply before reduction.
5. The DCDC converter control method according to claim 4, further comprising: judging whether a charging voltage set point increasing condition of the DCDC converter is met; when satisfied, increasing the DCDC converter charging voltage set point.
6. The DCDC converter control method according to claim 5, further comprising, when the motor action is completed: resetting the increased charging voltage set point of the DCDC converter to an initial value before the increase.
7. The DCDC converter control method according to claim 3, further comprising:
when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction;
when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
8. A DCDC converter control apparatus, comprising:
the second synchronous speed regulation time calculation unit is used for calculating the time required by synchronous speed regulation of the driving motor when the driving motor powered by the high-voltage battery is detected to have the requirement on the synchronous speed regulation working condition;
the gear shifting judging unit is used for judging whether the gear shifting motor executes the downshift operation currently or not when the time required by the synchronous speed regulation is detected to exceed the preset time length;
a second control unit for: when a downshift operation is performed, calculating power consumed by the synchronous speed regulation of the driving motor during downshift, comparing the power with available discharge power of a high-voltage battery, and controlling to reduce power usage of the high-voltage battery from a low-voltage system and reduce a charging voltage set point of the DCDC converter when the required consumed power is larger than the available discharge power; when the gear-up operation is executed, calculating the charging power during synchronous speed regulation during gear-up, comparing the charging power with the available charging power of the high-voltage battery, and when the charging power is larger than the available charging power, controlling to increase the power usage of the high-voltage battery from a low-voltage system and improve the charging voltage set point of the DCDC converter.
9. The DCDC converter control device according to claim 8, further comprising: a second reset unit to: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
10. A DCDC converter control apparatus, comprising:
the power calculation unit is used for calculating the total low-voltage power required by the motor during working when the motor powered by the DCDC converter is detected to be started;
a comparison unit for comparing the required total low voltage power with a current remaining power of the DCDC converter;
a first control unit for controlling to reduce power usage of an existing load of the DCDC converter and to provide power supply for the motor to be started when it is detected that a current remaining power of the DCDC converter is less than the required total low-voltage power;
wherein the motor powered by the DCDC converter comprises at least one of: an electric control clutch motor, a gear selecting motor and a gear shifting motor;
the first synchronous speed regulation time calculation unit is used for calculating the time required by synchronous speed regulation of the driving motor when the driving motor powered by the high-voltage battery is detected to have the requirement on the synchronous speed regulation working condition;
the first gear shifting judging unit is used for judging whether the gear shifting motor executes the downshift operation at present when the time required by the synchronous speed regulation is detected to exceed the preset time length;
the first control unit is further configured to: when a downshift operation is performed, if the consumed power required by the synchronous speed regulation of the driving motor is larger than the available discharge power of a high-voltage battery during downshift, controlling to reduce the power use of the high-voltage battery from a low-voltage system and reduce the charging voltage set point of the DCDC converter; when the gear-up operation is executed, if the charging power during the synchronous speed regulation during the gear-up is larger than the available charging power of the high-voltage battery, the power usage of the high-voltage battery from a low-voltage system is controlled to be increased, and the charging voltage set point of the DCDC converter is increased.
11. The DCDC converter control device according to claim 10, further comprising: and the first resetting unit is used for restoring the load used by the reduced power on the DCDC converter to the power supply before the reduction when the motor action is detected to be finished.
12. The DCDC converter control device according to claim 11, further comprising: a charging voltage setting unit for increasing the DCDC converter charging voltage set point when a DCDC converter charging voltage set point increasing condition is satisfied.
13. The DCDC converter control device of claim 12, wherein the first reset unit is further configured to: and when the motor action is completed, resetting the charging voltage set point of the DCDC converter after being increased to an initial value before being increased.
14. The DCDC converter control device of claim 11, wherein the first reset unit is further configured to: when the synchronous speed regulation of the driving motor is finished, recovering the reduced power use of the high-voltage battery from the low-voltage system to the power supply before reduction, and resetting the charging voltage set point of the DCDC converter after reduction to the initial value before reduction; when the synchronous speed regulation of the driving motor is finished, the increased power usage of the high-voltage battery from the low-voltage system is recovered to the power supply before the increase, and the charging voltage set point of the DCDC converter after the increase is reset to the initial value before the increase.
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