Control method and system for battery heating speed of pure electric vehicle

Abstract

The application provides a pure electric vehicle battery heating speed control method and system, which comprises the following steps: obtaining a d-axis current instruction; obtaining an output torque of a motor; determining an actual position of a rotor according to the obtained d-axis current instruction and the output torque of the motor; and determining a final d-axis current instruction according to the d-axis current instruction and the actual position of the rotor. In the above technical solution, the actual position of the rotor is determined through the output torque of the motor, and then the compensation current of the d-axis is obtained, so that the efficiency during heating is improved.

Description

TECHNICAL FIELD

[0001] The one or more embodiments of the present specification relate to the technical field of automobiles, and in particular to a pure electric vehicle battery heating speed control method and system. BACKGROUND

[0002] When the pure electric vehicle works in the condition of low ambient temperature, the output power of the high-voltage battery is reduced due to the low temperature of the high-voltage battery at the start of the engine, and the vehicle power performance is poor. Moreover, the high-voltage battery will reduce the vehicle driving range when it is in a low temperature condition for a long time. In the industry, it is proposed to apply the power motor to heat the battery to quickly increase the working environment temperature of the high-voltage battery when the pure electric vehicle starts. The torque output from the motor is transmitted to the wheels through a rigid shaft, a reducer and elastic elements, etc. to drive the pure electric vehicle to run. However, when the battery is heated before the vehicle runs, the motor is in a locked rotor state. When the pure electric vehicle drives, the ideal position of the motor rotor and the actual position of the motor rotor are the same. When the pure electric vehicle is in a locked rotor state, there is a difference between the ideal position of the motor rotor and the actual position of the motor rotor. When the ±M value of the given d-axis current is given, the theoretical output torque of the motor is zero, but the given d-axis current has torque output due to the actual position of the motor rotor when it is locked, which in turn reduces the battery heating speed. SUMMARY

[0003] Therefore, the purpose of the one or more embodiments of the present specification is to provide a pure electric vehicle battery heating speed control method and system to improve the heating performance of the pure electric vehicle.

[0004] In a first aspect, a pure electric vehicle battery heating speed control method is provided. The pure electric vehicle battery heating speed control method provided by the present application comprises the following steps:

[0005] obtaining a current instruction of a d-axis;

[0006] obtaining an output torque of a motor;

[0007] determining an actual position of a rotor according to the obtained current instruction of the d-axis and the output torque of the motor;

[0008] determining a final current instruction of the d-axis according to the current instruction of the d-axis and the actual position of the rotor.

[0009] In the above technical solution, the actual position of the rotor is determined through the output torque of the motor, and then the compensation current of the d-axis is obtained, so as to improve the efficiency during heating.

[0010] In a specific implementation, the output torque of the motor is obtained, specifically:

[0011] The output torque of the motor is calculated through the wheel end torque and the speed reduction ratio of the reducer.

[0012] In one specific implementation, the output torque of the motor calculated by the wheel end torque and the reducer reduction ratio is specifically:

[0013] Output torque of the motor = wheel end torque / reducer reduction ratio.

[0014] In one specific implementation, the actual position of the rotor is determined according to the obtained current command of the d-axis and the output torque of the motor, and specifically:

[0015] The d-axis current and the q-axis current are obtained according to the obtained output torque;

[0016] The actual position of the rotor is determined by the rotor position processing module according to the obtained d-axis current and q-axis current.

[0017] In one specific implementation, the final current command of the d-axis is determined according to the current command of the d-axis and the actual position of the rotor, and specifically:

[0018] The compensation current is determined according to the actual position of the rotor and the theoretical position of the rotor;

[0019] The final current command of the d-axis is determined according to the current command of the d-axis and the compensation current.

[0020] In one specific implementation, the final current command of the d-axis is determined according to the current command of the d-axis and the actual position of the rotor, and specifically:

[0021] Final current command of the d-axis = d-axis current command × cos (motor rotor theoretical position - motor rotor position deviation).

[0022] In a second aspect, a battery heating speed control system for a pure electric vehicle is provided, and the system comprises:

[0023] An acquisition module is configured to acquire a current command of a d-axis and an output torque of a motor;

[0024] A processing module is configured to determine an actual position of a rotor according to the obtained current command of the d-axis and the output torque of the motor, and determine a final current command of the d-axis according to the current command of the d-axis and the actual position of the rotor.

[0025] In one specific implementation, the processing module comprises:

[0026] An actual current calculation module is configured to calculate the output torque of the motor by a wheel end torque and a reducer reduction ratio, and obtain a d-axis current and a q-axis current according to the obtained output torque;

[0027] The motor rotor actual position processing module is configured to determine the actual position of the rotor according to the d-axis current and the q-axis current obtained by the rotor position processing module.

[0028] The motor current instruction processing module is configured to determine a compensation current according to the actual position of the rotor and the theoretical position of the rotor, and determine a final current instruction of the d-axis according to the d-axis current support and the compensation current.

[0029] In a specific implementation, the motor rotor actual position processing module is specifically configured to obtain the d-axis current and the q-axis current according to the output torque obtained, and determine the actual position of the rotor according to the d-axis current and the q-axis current obtained by the rotor position processing module.

[0030] In a specific implementation, the motor current instruction processing module is specifically configured to

[0031] The final current instruction of the d-axis = d-axis current instruction x cos (motor rotor position - motor rotor position deviation). Wherein, cos is a cosine formula.

[0032] In the above technical solution, the actual position of the rotor is determined through the output torque of the motor, and then the compensation current of the d-axis is obtained, so as to improve the efficiency during heating.

[0033] In a third aspect, a vehicle is provided, which includes a vehicle body and the control system of the pure electric vehicle battery heating speed according to any one of the above aspects arranged in the vehicle body.

[0034] In the above technical solution, the actual position of the rotor is determined through the output torque of the motor, and then the compensation current of the d-axis is obtained, so as to improve the efficiency during heating.

[0035] In a fourth aspect, an electronic device is provided, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the program to implement the method of the first aspect and any one of the possible designs in the first aspect.

[0036] In a fifth aspect, a non-transitory computer readable storage medium is provided, which stores computer instructions for causing the computer to execute the method of the first aspect and any one of the possible designs in the first aspect.

[0037] In a sixth aspect, a computer program product is also provided, which includes instructions for causing a computer to execute the method of the first aspect and any one of the possible designs in the first aspect when the instructions are executed on the computer.

[0038] In addition, the technical effects brought by any one of the possible design manners of the fourth aspect to the sixth aspect can be referred to the effects brought by different design manners in the method part, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the one or more embodiments of the present specification or the prior art, the drawings needed to be used in the embodiment or prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are only one or more embodiments of the present specification, and other drawings can also be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0040] Figure 1 A power transmission block diagram of a pure electric vehicle provided for an embodiment of the present application is shown in FIG. 1.

[0041] Figure 2 A stall diagram of a pure electric vehicle provided for an embodiment of the present application is shown in FIG. 2.

[0042] Figure 3 A structure diagram of a traditional battery heating mode of a pure electric vehicle provided for an embodiment of the present application is shown in FIG. 3.

[0043] Figure 4 A structure block diagram of a heating speed control system of a pure electric vehicle provided for an embodiment of the present application is shown in FIG. 4.

[0044] Figure 5 A structure block diagram of an electronic device provided for an embodiment of the present application is shown in FIG. 5. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the present disclosure will be further described in detail below with reference to specific embodiments and drawings.

[0046] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the one or more embodiments of the present specification should be understood as the usual meaning understood by those skilled in the art to which the present disclosure belongs. The terms "first", "second" and the like used in the one or more embodiments of the present specification do not represent any order, number or importance, but are only used to distinguish different components. The terms "include" or "contain" and the like mean that the elements or objects before the terms cover the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and the like are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "up", "down", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships may also change accordingly.

[0047] To facilitate understanding of the pure electric vehicle battery heating speed control method provided by the embodiments of the present application, the application scenarios thereof are first described. The pure electric vehicle battery heating speed control method provided by the embodiments of the present application is used to improve the heating efficiency of the battery. In the prior art, when the pure electric vehicle works under the condition of low ambient temperature, the output power of the high-voltage battery is reduced due to the low temperature of the high-voltage battery at the start of the motor, and the power performance of the whole vehicle is poor. Moreover, the high-voltage battery will reduce the driving range of the whole vehicle when it works under the condition of low temperature for a long time. The industry has proposed a method of applying the power motor to heat the battery to rapidly increase the working environment temperature of the high-voltage battery at the start of the pure electric vehicle. However, the heating efficiency of the battery will be affected due to the motor lock. Therefore, the embodiments of the present application provide a control method for improving the heating speed of the pure electric vehicle, which will be described in detail below in combination with specific drawings.

[0048] Reference Figure 1 As Figure 1 shown is a power transmission diagram of the pure electric vehicle. The torque output from the motor 1 is transmitted to the wheels 4 through the rigid shaft 5, the reducer 2 and the elastic element 3, etc., to drive the pure electric vehicle to travel. However, the battery is heated before the vehicle travels, and the motor is in the locked state.

[0049] As Figure 2 shown, when the pure electric vehicle is driven to travel, the ideal position of the motor rotor and the actual position of the motor rotor are the same position. When the pure electric vehicle is in the locked state, there is a difference between the ideal position of the motor rotor and the actual position of the motor rotor. Among them, A\UB\UC are three-phase voltage values, Ua / Uβ is the rotating coordinate system obtained by coordinate transformation of three-phase voltage, and Ws is the rotating direction of the motor

[0050] As Figure 3 shown is a traditional battery heating method of the pure electric vehicle, that is, when the ±M value of the given d-axis current is given, the theoretical output torque of the motor is zero, but the given d-axis current has torque output due to the actual position of the motor rotor when it is locked, which further reduces the heating speed of the battery.

[0051] It should be understood that the source of the current when the battery is heated is the power battery. The present application proposes to solve the working temperature of the power battery, which is the best working temperature (for example, 15℃ above zero), but the current ambient temperature is 10℃ below zero. When the battery is heated, the current on the d-axis mainly serves the heating function. If the initial angular deviation of the motor rotor, the actual current on the d-axis will be decomposed to the q-axis, generating a tangential force at the shaft end, which reduces the heating speed. Therefore, the present application provides a control method for improving the heating speed of the battery of the pure electric vehicle. The embodiments of the present application will be described in detail below in combination with the accompanying Figure 1 drawings.

[0052] The pure electric vehicle battery heating speed control method provided by the embodiments of the present application comprises the following steps:

[0053] Step 001: obtaining the current instruction of the d-axis;

[0054] Specifically, the current instruction of the d-axis can be obtained directly by the controller when sending the current instruction of the d-axis. It should be understood that the above-mentioned d-axis current instruction is calculated according to the current temperature of the battery and the optimal working temperature corresponding to the battery.

[0055] Step 002: obtaining the output torque of the motor;

[0056] Specifically, the above-mentioned output torque is the output torque of the motor at the time of locking, and the output torque is the main influencing factor affecting the heating of the battery.

[0057] When the output torque is obtained, the output torque of the motor can be calculated by the wheel end torque and the reduction ratio of the reducer. For example, the output torque of the motor = wheel end torque / reduction ratio of the reducer.

[0058] The wheel end torque and the reduction ratio of the reducer can be obtained by the sensor, which will not be described in detail here. When calculating the output torque of the motor, the output torque of the motor can be calculated directly by the ratio of the wheel end torque and the reduction ratio of the reducer.

[0059] Step 003: determining the actual position of the rotor according to the obtained current instruction of the d-axis and the output torque of the motor;

[0060] Specifically, the d-axis current and the q-axis current are obtained according to the obtained output torque. For example, when the d-axis current and the q-axis current are determined, the actual current values of the d-axis and the q-axis can be obtained by the actual output torque of the motor through the MTPA table, wherein the q-axis current is obtained by decomposing the d-axis current.

[0061] The actual position of the rotor is determined by the rotor position processing module according to the obtained d-axis current and q-axis current. Specifically, the rotor position deviation of the motor = arctan(q-axis current / d-axis current)

[0062] Step 004: determining the final current instruction of the d-axis according to the current instruction of the d-axis and the actual position of the rotor.

[0063] Specifically, the compensation current is determined according to the actual position of the rotor and the theoretical position of the rotor, and the final current instruction of the d-axis is determined according to the current instruction of the d-axis and the compensation current.

[0064] For example, the final current instruction of the d-axis = d-axis current instruction x cos(motor rotor theoretical position-motor rotor position deviation).

[0065] In the specific acquisition of the final current instruction, the motor actual output torque = wheel end torque / reducer reduction ratio, the motor actual output torque can obtain the d-axis and q-axis actual current values through the MTPA table, the motor rotor position deviation = arctan(q-axis current / d-axis current), the d-axis current instruction is adjusted, and the d-axis current output remains unchanged, that is, the final current instruction of the d-axis = d-axis current instruction x cos(motor rotor theoretical position-motor rotor position deviation).

[0066] In combination Figure 4 The control method shown in the block diagram, when adjusting, the d-axis and q-axis actual currents can be calculated by giving the d-axis current, the reducer reduction ratio and the wheel end torque.

[0067] Specifically, the motor output torque can be calculated by the wheel end torque and the reducer reduction ratio, so that the motor works in the current area at this time, and the actual d-axis and q-axis currents at this time can be calculated. According to the d-axis and q-axis actual currents, the rotor actual position can be obtained through the motor rotor position processing module, and in combination with the motor d-axis initial target current instruction value, the final d-axis current instruction can be obtained, which can be used for d-axis heating current without reducing, and the speed of the battery acceleration of the pure electric vehicle is improved.

[0068] In the above-mentioned scheme disclosed in the application, the final purpose is to keep the d-axis actual current unchanged, and the torque should not be used as a control target in this process. The d-axis current instruction is obtained by looking up the MAP table corresponding to the current environmental temperature. Here, the d-axis current is the actual d-axis current that should be output. Due to the motor rotor position deviation, it is necessary to adjust the d-axis current instruction to keep the output value unchanged. Thus, the effect of heating the motor is improved. The decomposition of the d-axis current to the q-axis due to the stall is avoided, thereby affecting the heating effect on the battery.

[0069] As can be seen from the above description, in the method provided in the application, the actual position of the rotor is determined by the output torque of the motor, and then the compensation current of the d-axis is obtained, thereby improving the efficiency during heating.

[0070] Reference Figure 4 The embodiment of the application also provides a control system for the battery heating speed of a pure electric vehicle, which comprises an acquisition module and a processing module, wherein the acquisition module is used to acquire data, and the processing module is used to process the data to obtain the final current instruction of the d-axis.

[0071] Specifically, the acquisition module is used to acquire the current instruction of the d-axis and the output torque of the motor. The processing module is used to determine the actual position of the rotor according to the acquired current instruction of the d-axis and the output torque of the motor, and determine the final current instruction of the d-axis according to the current instruction of the d-axis and the actual position of the rotor. The acquisition module and the data processing module can refer to the detailed description in the above method, which will not be described here.

[0072] In one specific implementation, the processing module includes an actual current calculation module 10, a motor rotor actual position processing module 20, and a motor current instruction position processing module 30.

[0073] The actual current calculation module 10 is configured to calculate the output torque of the motor by the wheel end torque and the reducer reduction ratio, and obtain the d-axis current and the q-axis current according to the obtained output torque.

[0074] The motor rotor actual position processing module 20 is configured to determine the actual position of the rotor according to the d-axis current and the q-axis current obtained by the rotor position processing module 20.

[0075] The motor current instruction position processing module 30 is configured to determine the compensation current according to the actual position of the rotor and the theoretical position of the rotor, and determine the final current instruction of the d-axis according to the current support of the d-axis and the compensation current. The specific functions of the actual current calculation module 10, the motor rotor actual position processing module 20, and the motor current instruction position processing module 30 can be described in detail according to the above method, and will not be repeated here.

[0076] In one specific implementation, the motor rotor actual position processing module 20 is specifically configured to obtain the d-axis current and the q-axis current according to the obtained output torque, and determine the actual position of the rotor according to the d-axis current and the q-axis current obtained by the rotor position processing module 20.

[0077] In one specific implementation, the motor current instruction position processing module 30 is specifically configured to determine the final current instruction of the d-axis = d-axis current instruction x cos(motor rotor position-motor rotor position deviation).

[0078] In the above technical solution, the actual position of the rotor is determined by the output torque of the motor, and the compensation current of the d-axis is obtained, thereby improving the efficiency during heating.

[0079] The embodiments of the present application also provide an automobile, which includes a vehicle body and the control system of the pure electric vehicle battery heating speed described in any one of the above embodiments arranged in the vehicle body. As can be seen from the above description, in the method provided by the present application, the actual position of the rotor is determined by the output torque of the motor, and the compensation current of the d-axis is obtained, thereby improving the efficiency during heating.

[0080] The embodiments of the present application also provide an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the program to implement the method of the first aspect and any one of the possible designs in the first aspect.

[0081] The embodiments of the present application further provide a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the method of the first aspect and any possible design of the first aspect.

[0082] The embodiments of the present application further provide a computer program product comprising instructions which, when executed on a computer, cause the computer to carry out the method of the first aspect of the present application and any possible design of the first aspect.

[0083] It should be noted that the method of one or more embodiments of the present application can be executed by a single device, such as a computer or a server, etc. The method of the present embodiment can also be applied to a distributed scenario, and be completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only execute one or more steps in the method of one or more embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0084] The above describes specific embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than the order in which they are recited and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0085] For the convenience of description, the above device is described as various modules respectively described in terms of functions. Of course, the functions of each module can be implemented in the same or more software and / or hardware when implementing one or more embodiments of the present application.

[0086] The device of the above embodiments is used to implement the corresponding method in the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0087] Figure 5 A more specific hardware structure of an electronic device provided by the present embodiment is shown, which can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040 and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030 and the communication interface 1040 are connected to each other in the device through the bus 1050.

[0088] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing relevant programs to implement the technical solutions provided by the embodiments of the present specification.

[0089] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the relevant program codes are saved in the memory 1020 and called and executed by the processor 1010.

[0090] The input / output interface 1030 is configured to connect input / output modules to implement information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input devices can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices can include a display, a speaker, a vibrator, an indicator light, etc.

[0091] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to implement the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or through a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0092] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0093] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only include the components necessary to implement the solutions of the embodiments of the present specification, and does not have to include all the components shown in the figure.

[0094] The computer readable media of the present embodiments includes permanent and non-permanent, removable and non-removable media can be implemented by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible to a computing device.

[0095] Those skilled in the art will understand that the above discussion of any of the embodiments is merely exemplary and is not intended to be limiting of the scope of the disclosure, including claims, to these examples; the above embodiments or technical features between different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes as described above. In order to simplify them, they are not provided in detail.

[0096] In addition, in order to simplify the description and discussion, and in order not to make the one or more embodiments of the present description difficult to understand, the well-known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, devices can be shown in block diagram form in order to avoid making the one or more embodiments of the present description difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented. The one or more embodiments of the present description. (That is, these details should be fully within the understanding of those skilled in the art.) Where specific details (e.g., circuitry) are set forth in order to describe an exemplary embodiment of the present disclosure, it will be apparent to those skilled in the art that the one or more embodiments of the present description can be implemented without these specific details or with variations on these specific details. Therefore, these descriptions should be considered illustrative rather than limiting.

[0097] Although the present disclosure has been described in conjunction with specific embodiments thereof, many alternatives, modifications and variations will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0098] One or more embodiments of the specification are intended to encompass all such substitutions, modifications and variations as fall within the broad scope of the appended claims. Accordingly, any omission, modification, substitution, improvement, etc. made in the spirit and principle of one or more embodiments of the specification shall be included in the scope of protection of the present disclosure.

Claims

1. A method of controlling the battery heating speed of a pure electric vehicle, characterized by, The method comprises the following steps: obtaining a current instruction of a d-axis; obtaining an output torque of the motor; determining an actual position of the rotor according to the obtained current instruction of the d-axis and the output torque of the motor; determining a final current instruction of the d-axis according to the current instruction of the d-axis and the actual position of the rotor; the output torque of the motor is obtained by using a wheel end torque and a reduction ratio of a reducer; the output torque of the motor is obtained by using a wheel end torque and a reduction ratio of a reducer; the output torque of the motor = the wheel end torque / the reduction ratio of the reducer; the actual position of the rotor is determined according to the obtained output torque, the d-axis current and the q-axis current; the actual position of the rotor is determined according to the obtained output torque, the d-axis current and the q-axis current by the rotor position processing module; wherein, the final current instruction of the d-axis is determined according to the current instruction of the d-axis and the actual position of the rotor, and specifically: the compensation current is determined according to the actual position of the rotor and a theoretical position of the rotor; the final current instruction of the d-axis is determined according to the current instruction of the d-axis and the compensation current. the final current instruction of the d-axis = the current instruction of the d-axis * cos(theoretical position of the motor rotor - deviation of the position of the motor rotor). comprise:

2. The control method of a battery heating speed of a pure electric vehicle according to claim 1, characterized by, an obtaining module, configured to obtain a current instruction of a d-axis and an output torque of the motor; a processing module, configured to determine an actual position of the rotor according to the obtained current instruction of the d-axis and the output torque of the motor, and determine a final current instruction of the d-axis according to the current instruction of the d-axis and the actual position of the rotor; 3. A control system for battery heating rate in a pure electric vehicle, characterized by, the control system for controlling the battery heating speed of the pure electric vehicle is used to execute the control method in claim 1 or 2.

4. The control system for controlling the battery heating speed of the pure electric vehicle according to claim 3, wherein the processing module comprises: an actual current calculation module, configured to calculate the output torque of the motor by using a wheel end torque and a reduction ratio of a reducer, and obtain a d-axis current and a q-axis current according to the obtained output torque; a motor rotor actual position processing module, configured to determine the actual position of the rotor according to the d-axis current and the q-axis current obtained by the rotor position processing module; a motor current instruction processing module, configured to determine a compensation current according to the actual position of the rotor and a theoretical position of the rotor, and determine the final current instruction of the d-axis according to the current instruction of the d-axis and the compensation current. the motor rotor actual position processing module is specifically configured to obtain the d-axis current and the q-axis current according to the obtained output torque, and determine the actual position of the rotor according to the d-axis current and the q-axis current obtained by the rotor position processing module. the motor current instruction processing module is specifically configured to the final current instruction of the d-axis = the current instruction of the d-axis * cos(theoretical position of the motor rotor - deviation of the position of the motor rotor).

5. The control system for battery heating rate of a pure electric vehicle according to claim 4, wherein, comprise a vehicle body and a control system for controlling the battery heating speed of the pure electric vehicle arranged in the vehicle body, the control system being as claimed in any one of claims 3 to 6.

6. The control system for battery heating speed of a pure electric vehicle according to claim 5, wherein, ​ ​ 7. An automobile characterized by comprising: ​ 8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the control method of the battery heating speed of the pure electric vehicle according to any one of claims 1 to 2 when executing the program.

9. A non-transitory computer-readable storage medium, comprising: The non-transitory computer readable storage medium stores computer instructions for causing the computer to execute the control method of the battery heating speed of the pure electric vehicle according to any one of claims 1 to 2.

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