Control method and device for driving motor to actively reduce efficiency heating, vehicle and medium

Abstract

The application relates to a control method and device for driving motor active efficiency reduction heating, a vehicle and a medium, which comprises the following steps: judging whether a preset efficiency reduction heating instruction received by a current electric driving system comprises a parking standby efficiency reduction heating instruction and a driving state efficiency reduction heating instruction; when the parking standby efficiency reduction heating instruction is received and the preset available state is met, converting a preset motor mathematical model to a target rotary coordinate system, calculating an active heating power according to a first current in a rotor magnetic field direction and a second current perpendicular to the rotor magnetic field direction, and performing active heating; when the driving state efficiency reduction heating instruction is received by the current electric driving system and the preset available state is met, inputting a current table rotation speed into a preset efficiency reduction rotation speed amplification module to obtain a target amplification coefficient, calculating a target heating power according to a target current obtained from the target amplification coefficient, and performing active heating. Therefore, the problems of high cost and low efficiency are solved, and the vehicle energy consumption level and travel experience are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method, device, vehicle, and medium for active de-efficiency heating of a drive motor. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the exploration of technologies surrounding the core three-electric system has gradually entered more segmented fields and scenarios. Based on the unique physical characteristics of systems such as electric drive and battery, the systems cooperate with each other, complement each other's strengths and weaknesses, and give rise to a number of new technologies, which have enabled new energy vehicles to make great progress in terms of energy consumption, efficiency, driving quality, and low-temperature start-up.

[0003] In related technologies, patent [CN202110838549.8 A Uniform Temperature Cooling Water Circuit Architecture and Vehicle for an Electric Drive System and Battery System] provides a uniform temperature cooling water circuit architecture and vehicle for an electric drive system and battery system, aiming to solve the problem of high energy consumption when maintaining the temperature of the electric drive system and battery system. The water circuit architecture includes: an electric drive system circuit, a battery system circuit, an engine system circuit, and a cooling water circuit; wherein, the two ends of the electric drive system circuit and the battery system circuit are connected; the battery system circuit includes a heater, and the engine system circuit is connected to both ends of the heater, so that the heat of the engine system circuit is transferred to the heater, and the heater is used to provide heat to the battery system circuit; wherein, a shut-off valve is provided between the heater and the engine system circuit; the cooling water circuit and the engine system circuit are connected in parallel, so that the cooling water circuit cools the engine system circuit. However, the system structure applied by this technology is complex, which greatly increases the research cost.

[0004] In patent [CN201822259210.9 A defrosting system for an external heat exchanger, a heat pump system, and a vehicle]: the external heat exchanger defrosting system includes a motor and a motor controller connected thereto. The motor controller includes (1) a motor drive controller configured to control the rotation of the motor's output shaft, and (2) a motor efficiency reduction controller connected to the motor drive controller, configured to control the motor to reduce its drive efficiency when the external heat exchanger needs defrosting, thereby forcing the motor to increase its heat generation. The motor is configured to transfer the heat it generates to the external heat exchanger through the heat transfer medium in the motor's heat dissipation pipe, thereby removing the frost layer on the surface of the external heat exchanger. In addition, a heat pump system and a vehicle are also provided. The vehicle includes the heat pump system, and the heat pump system includes the aforementioned external heat exchanger defrosting system. However, in terms of hardware, this technology uses two sets of controllers to handle the two scenarios of degraded efficiency and heating respectively, which increases the control cost. In addition, from the perspective of application scenarios, it is only used for defrosting, defogging and passenger compartment heating, which has a single use scenario and the corresponding heating power should not be large. From the perspective of control, it only mentions the concept of motor degraded efficiency, but does not mention specific degraded efficiency control methods, and how to ensure a certain degree of driving capability and a good overall vehicle driving experience while protecting against hardware failure and degraded efficiency. These issues urgently need to be addressed. Summary of the Invention

[0005] This application provides a control method, device, vehicle, and medium for active de-efficiency heating of a drive motor to solve problems such as high research costs and low efficiency, thereby improving the overall vehicle energy consumption level and enhancing the user's travel experience.

[0006] The first aspect of this application provides a control method for active de-efficiency heating of a drive motor, comprising the following steps:

[0007] Determine whether the current electric drive system has received a preset degraded heating command, wherein the preset degraded heating command includes a parking standby degraded heating command and a driving state degraded heating command;

[0008] When the current electric drive system receives the parking standby degraded heating command and the current electric drive system is in a preset available state, the preset motor mathematical model is transformed to the target rotating coordinate system, and the active heating power is calculated based on the first current in the direction of the rotor magnetic field and the second current perpendicular to the direction of the rotor magnetic field, and active heating is performed based on the active heating power.

[0009] When the current electric drive system receives the driving-state degraded heating command and the current electric drive system is in a preset available state, the current lookup speed is input to the preset degraded speed amplification module to obtain the target amplification factor, and the target heating power is calculated based on the target current obtained from the target amplification factor, and active heating is performed based on the target heating power.

[0010] Based on the above technical means, the heat generated by the triggering of the efficiency reduction function in this application embodiment and the output heat can be managed in a coordinated manner by the vehicle thermal management system according to the needs of the whole vehicle. It has a wide range of application scenarios, reduces research costs, and improves the energy consumption level of the whole vehicle and the user's travel experience.

[0011] Furthermore, determining whether the current electric drive system has received a preset degraded heating command includes:

[0012] Obtain the current speed, current torque, current operating mode, current stator temperature, current rotor temperature, current ambient temperature, and current fault level of the drive motor;

[0013] The current efficiency degradation scenario of the electric drive system is identified based on the current speed, the current torque, and the current operating mode; and the safety status of the electric drive system is identified based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level.

[0014] When the current degradation scenario is a parking standby state scenario and the safety state is a safe waveform emission state, it is determined that the current electric drive system has received the parking standby degradation heating command; when the current degradation scenario is a drivable state scenario and the safety state is not the safe waveform emission state, it is determined that the current electric drive system has received the drivable state degradation heating command.

[0015] Based on the above technical means, it is possible to determine whether the electric drive system has received a preset de-efficiency heating command and to identify the type of de-efficiency heating command, thereby achieving effective efficiency reduction.

[0016] Furthermore, identifying the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode includes:

[0017] Determine whether the absolute value of the current rotational speed is less than or equal to the first preset rotational speed, whether the current torque is zero, and whether the current operating mode is the first preset high-voltage standby mode;

[0018] If the absolute value of the current rotational speed is less than or equal to the preset rotational speed, the current torque is zero, and the current operating mode is the first preset high-voltage standby mode, then the current efficiency degradation scenario of the current electric drive system is identified as the parking standby state scenario.

[0019] Based on the above technical means, it is possible to accurately identify whether the current electric drive system is in a parking standby state, which is beneficial for controlling the heating current in the parking standby state.

[0020] Furthermore, the step of identifying the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode also includes:

[0021] Determine whether the absolute value of the current rotation speed is greater than the second preset rotation speed, and whether the current working mode is the second preset high-voltage standby mode;

[0022] If the absolute value of the current rotational speed is greater than the second preset rotational speed, and the current operating mode is the second preset high-voltage standby mode, then the current degraded efficiency scenario of the current electric drive system is identified as the drivable state scenario.

[0023] Based on the above technical means, it is possible to accurately identify whether the current electric drive system's efficiency degradation scenario is a drivable scenario, which is conducive to realizing heating current control during driving.

[0024] Further, identifying the safety status of the current electric drive system based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level includes:

[0025] Determine whether the current stator temperature is less than or equal to a first preset temperature, whether the current rotor temperature is less than or equal to a second preset temperature, whether the current ambient temperature is less than or equal to a third preset temperature, and whether the current fault level is less than or equal to a preset controller blocking fault state.

[0026] If the current stator temperature is less than or equal to the first preset temperature, the current rotor temperature is less than or equal to the second preset temperature, the current ambient temperature is less than or equal to the third preset temperature, and the current fault level is less than or equal to the preset controller blocking fault state, then the current safe state of the electric drive system is identified as the safe signaling state.

[0027] Based on the above technical means, it is possible to accurately identify whether the current safety status of the electric drive system is a safe waveform state, ensuring that operation is carried out under a safe system condition.

[0028] Furthermore, before transforming the preset motor mathematical model to the target rotating coordinate system, the method further includes:

[0029] Establish the target rotating coordinate system on the rotor of the drive motor, and take the direction of the rotor magnetic field as the D-axis and the direction perpendicular to the rotor magnetic field as the Q-axis.

[0030] Based on the above technical means, the conversion between the mathematical model of the motor and the target rotating coordinate system can be realized, thereby achieving the purpose of active efficiency reduction heating.

[0031] A second aspect of this application provides a control device for active efficiency degradation heating of a drive motor, comprising:

[0032] The judgment module is used to determine whether the current electric drive system has received a preset degraded heating command, wherein the preset degraded heating command includes a parking standby degraded heating command and a driving state degraded heating command;

[0033] The first control module is used to convert the preset motor mathematical model to the target rotating coordinate system when the current electric drive system receives the parking standby degraded heating command and the current electric drive system is in a preset available state, and calculate the active heating power based on the first current in the direction of the rotor magnetic field and the second current perpendicular to the direction of the rotor magnetic field, and perform active heating based on the active heating power.

[0034] The second control module is used to input the current lookup speed into a preset degraded speed amplification module to obtain a target amplification factor when the current electric drive system receives the driving state degraded heating command and the current electric drive system is in a preset available state, and to calculate the target heating power based on the target current obtained from the target amplification factor, and to perform active heating based on the target heating power.

[0035] Furthermore, the judgment module is specifically used for:

[0036] Obtain the current speed, current torque, current operating mode, current stator temperature, current rotor temperature, current ambient temperature, and current fault level of the drive motor;

[0037] The current efficiency degradation scenario of the electric drive system is identified based on the current speed, the current torque, and the current operating mode; and the safety status of the electric drive system is identified based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level.

[0038] When the current degradation scenario is a parking standby state scenario and the safety state is a safe waveform emission state, it is determined that the current electric drive system has received the parking standby degradation heating command; when the current degradation scenario is a drivable state scenario and the safety state is not the safe waveform emission state, it is determined that the current electric drive system has received the drivable state degradation heating command.

[0039] Furthermore, the judgment module, which identifies the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode, is specifically used for:

[0040] Determine whether the absolute value of the current rotational speed is less than or equal to the first preset rotational speed, whether the current torque is zero, and whether the current operating mode is the first preset high-voltage standby mode;

[0041] If the absolute value of the current rotational speed is less than or equal to the preset rotational speed, the current torque is zero, and the current operating mode is the first preset high-voltage standby mode, then the current efficiency degradation scenario of the current electric drive system is identified as the parking standby state scenario.

[0042] Furthermore, the judgment module, which identifies the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode, is also used for:

[0043] Determine whether the absolute value of the current rotation speed is greater than the second preset rotation speed, and whether the current working mode is the second preset high-voltage standby mode;

[0044] If the absolute value of the current rotational speed is greater than the second preset rotational speed, and the current operating mode is the second preset high-voltage standby mode, then the current degraded efficiency scenario of the current electric drive system is identified as the drivable state scenario.

[0045] Furthermore, the judgment module, which identifies the safety status of the current electric drive system based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level, is specifically used for:

[0046] Determine whether the current stator temperature is less than or equal to a first preset temperature, whether the current rotor temperature is less than or equal to a second preset temperature, whether the current ambient temperature is less than or equal to a third preset temperature, and whether the current fault level is less than or equal to a preset controller blocking fault state.

[0047] If the current stator temperature is less than or equal to the first preset temperature, the current rotor temperature is less than or equal to the second preset temperature, the current ambient temperature is less than or equal to the third preset temperature, and the current fault level is less than or equal to the preset controller blocking fault state, then the current safe state of the electric drive system is identified as the safe signaling state.

[0048] Furthermore, before transforming the preset motor mathematical model to the target rotating coordinate system, the first control module is also used to:

[0049] Establish the target rotating coordinate system on the rotor of the drive motor, and take the direction of the rotor magnetic field as the D-axis and the direction perpendicular to the rotor magnetic field as the Q-axis.

[0050] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method for active de-efficiency heating of the drive motor as described in the above embodiments.

[0051] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the control method for active de-efficiency heating of a drive motor as described in the above embodiments.

[0052] Therefore, this application proposes a control method for active efficiency reduction heating of an electric drive system. The aim is to utilize the heat loss during the energy conversion process of the electric drive system. Under conditions such as vehicle driving and parking, when components such as the vehicle's battery require heating, the method uses the heat generated by the motor system during operation to transfer this heat to other parts of the vehicle through a waste heat recovery system, achieving autonomous heating. Simultaneously, through a modulated current control algorithm, while ensuring that the output capacity (driving and power generation) remains unchanged, the method actively reduces the conversion efficiency and quantitatively outputs a larger amount of heat generation power. When other components of the vehicle, such as the battery and passenger compartment, require heat, the method can work with the thermal management system to efficiently output heat, meeting diverse heating needs, improving the overall vehicle energy consumption level, and enhancing the user's travel experience.

[0053] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0054] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0055] Figure 1 This is a schematic flowchart of a control method for active efficiency reduction heating of a drive motor according to an embodiment of this application;

[0056] Figure 2 This is a schematic diagram illustrating the principle of a control method for active de-efficiency heating of a drive motor according to an embodiment of this application;

[0057] Figure 3 This is a schematic flowchart of a control method for active de-efficiency heating of a drive motor according to an embodiment of this application;

[0058] Figure 4 This is a schematic diagram of a current lookup table model according to an embodiment of this application;

[0059] Figure 5 This is a schematic diagram of a speed amplification factor module according to an embodiment of this application;

[0060] Figure 6 This is an example diagram of a control device for actively degrading heating of a drive motor according to an embodiment of this application;

[0061] Figure 7 This is a structural schematic diagram of a vehicle according to an embodiment of this application.

[0062] Explanation of reference numerals in the attached drawings: 10-Control device for active efficiency reduction heating of drive motor, 100-Judgment module, 200-First control module, 300-Second control module, 701-Memory, 702-Processor, 703-Communication interface. Detailed Implementation

[0063] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0064] The following describes a control method, apparatus, vehicle, and medium for active degraded heating of a drive motor according to embodiments of this application, with reference to the accompanying drawings. Addressing the problems of high research costs and low efficiency mentioned in the background art, this application provides a control method for active degraded heating of a drive motor. In this method, when the electric drive system receives a parking standby degraded heating command and is in an available state, it transforms a preset motor mathematical model to a target rotating coordinate system, calculates the active heating power based on a first current in the rotor magnetic field direction and a second current perpendicular to the rotor magnetic field direction, and then performs active heating. Alternatively, when it receives a driving degraded heating command and is in an available state, it inputs a lookup table speed to a preset degraded speed amplification module to obtain a target amplification coefficient, calculates the target heating power based on the target current obtained from the target amplification coefficient, and then performs active heating. This solves the problems of high research costs and low efficiency, improves the overall vehicle energy consumption level, and enhances the user's travel experience.

[0065] Specifically, Figure 1 This is a flowchart illustrating a control method for active efficiency reduction heating of a drive motor, provided in an embodiment of this application.

[0066] Before introducing the control method for active efficiency reduction heating of the drive motor according to the embodiments of this application, let me briefly introduce its working principle.

[0067] like Figure 2 As shown, Figure 2 This is a schematic diagram illustrating the principle of a control method for active efficiency degradation heating of a drive motor according to an embodiment of this application, including:

[0068] (1) Identification and status management of efficiency degradation scenarios, including:

[0069] 1) By using the current speed, torque, operating mode, gear signal, and other conditions of the electric drive, determine whether the electric drive is in a parking standby state or a driving state.

[0070] 2) By using signals such as the current stator / rotor temperature of the electric drive motor, the external ambient temperature (the safe temperature threshold boundary is obtained through actual testing), and the electric drive fault level, it is determined that the electric drive is in a safe ignition state.

[0071] It should be noted that when the above conditions are met simultaneously, the parking standby heating availability flag or the driving heating availability flag can be fed back to the CAN (Controller Area Network) network respectively.

[0072] (2) Execution of efficiency reduction instruction, including: when the motor controller receives the efficiency reduction instruction sent by the thermal management system, it can execute the active efficiency reduction function under the premise that the above status flag is in the available state. If there is a need for closed-loop control or communication, the actual heating power can be estimated in real time according to the current heating status and heating intensity.

[0073] Specifically, in combination Figure 1 and Figure 3 The control method for active de-efficiency heating of the drive motor includes the following steps:

[0074] In step S101, it is determined whether the current electric drive system has received a preset degraded heating command, wherein the preset degraded heating command includes a parking standby degraded heating command and a driving state degraded heating command.

[0075] Among them, the preset efficiency reduction heating command is the efficiency reduction heating command received by the motor controller to execute the active efficiency reduction function.

[0076] Furthermore, in some embodiments, determining whether the current electric drive system has received a preset degradation heating command includes: acquiring the current speed, current torque, current operating mode, current stator temperature, current rotor temperature, current ambient temperature, and current fault level of the drive motor; identifying the current degradation scenario of the current electric drive system based on the current speed, current torque, and current operating mode, and identifying the safety status of the current electric drive system based on the current stator temperature, current rotor temperature, current ambient temperature, and current fault level; determining that the current electric drive system has received a parking standby degradation heating command when the current degradation scenario is a parking standby state scenario and the safety status is a safe waveform state; and determining that the current electric drive system has received a driving state degradation heating command when the current degradation scenario is a drivable state scenario and the safety status is a non-safe waveform state.

[0077] Specifically, in this embodiment, the classification of degradation scenarios is based on conditions such as the current speed (N), execution torque (Torque, Tq), and operating mode (OperMod) of the electric drive system to identify whether the current electric drive degradation scenario (EfiRePosn) is a parking standby state scenario or a drivable state scenario; the safety status of the electric drive system, i.e., component safety diagnosis and protection, is identified based on conditions such as stator temperature, rotor temperature, external ambient temperature, and electric drive system fault level to identify the current safety status of the electric drive system.

[0078] Furthermore, in some embodiments, identifying the current degradation scenario of the current electric drive system based on the current speed, current torque, and current operating mode includes: determining whether the absolute value of the current speed is less than or equal to a first preset speed, whether the current torque is zero, and whether the current operating mode is a first preset high-voltage standby mode; if the absolute value of the current speed is less than or equal to the preset speed, the current torque is zero, and the current operating mode is the first preset high-voltage standby mode, then the current degradation scenario of the current electric drive system is identified as a parking standby state scenario.

[0079] The first preset rotation speed is predetermined by those skilled in the art, and the first preset high-voltage standby mode is also predetermined by those skilled in the art. In actual engineering applications, the protocol shall prevail.

[0080] For example, in this embodiment of the application, the first preset speed is calibrated as n1, the first preset high-voltage standby mode is set to 2 or 6, when the absolute value of the speed Abs (absolute value, absolute value) (P) ≤ n1, the working mode OperaMod = 2 or 6, and the execution torque Tq = 0, then the current electric drive depreciation scenario is identified as the parking standby state scenario, and EfiRePosn = 1 is defined.

[0081] In addition, in some embodiments, identifying the current degraded scenario of the current electric drive system based on the current speed, current torque and current operating mode further includes: determining whether the absolute value of the current speed is greater than a second preset speed and whether the current operating mode is a second preset high-voltage standby mode; if the absolute value of the current speed is greater than the second preset speed and the current operating mode is the second preset high-voltage standby mode, then the current degraded scenario of the current electric drive system is identified as a drivable state scenario.

[0082] The second preset rotation speed is predetermined by those skilled in the art, and the second preset high-voltage standby mode is also predetermined by those skilled in the art. In actual engineering applications, the protocol shall prevail.

[0083] For example, in this embodiment of the application, the second preset speed is calibrated as n2 and the second preset high-voltage standby mode is set to 6. When the absolute value of the speed Abs(N) ≥ n2 and the working mode OperaMod = 6, the current electric drive depreciation scenario is identified as a drivable state scenario, and EfiRePosn = 2 is defined.

[0084] Furthermore, in some embodiments, the safety status of the current electric drive system is identified based on the current stator temperature, current rotor temperature, current ambient temperature, and current fault level, including: determining whether the current stator temperature is less than or equal to a first preset temperature, whether the current rotor temperature is less than or equal to a second preset temperature, whether the current ambient temperature is less than or equal to a third preset temperature, and whether the current fault level is less than or equal to a preset controller blocking fault state; if the current stator temperature is less than or equal to the first preset temperature, the current rotor temperature is less than or equal to the second preset temperature, the current ambient temperature is less than or equal to the third preset temperature, and the current fault level is less than or equal to the preset controller blocking fault state, then the safety status of the current electric drive system is identified as a safe waveform transmission state.

[0085] Among them, the first preset temperature and the second preset temperature are preset by those skilled in the art, the third preset temperature is the safety temperature threshold boundary, which can be obtained through specific prototype design parameters and actual tests, and the preset controller blocking fault state is also preset by those skilled in the art.

[0086] For example, in this embodiment of the application, the first preset temperature is set to T1, the second preset temperature is set to T2, the third preset temperature is set to T3, and the preset controller blocking fault state is set to n. When the stator temperature T sator ≤T1, Rotor temperature T sator ≤T2, external ambient temperature T ev If the conditions ≤T3 and Fault-locating test Rank (FltRank) ≤n are met simultaneously, the electric drive system is identified as being in a safe ignition state, and the component safety status SafeSt (Safe Status) = 1 is defined; otherwise, SafeSt = 0.

[0087] Based on the above conditions, when EfiRePosn = 1 and SafeSt = 1, the standby heating availability flag LockedHeatEnaFlag = 1 is defined; otherwise, LockedHeatEnaFlag = 0. When EfiRePosn = 2 and SafeSt = 1, the driving heating availability flag RunstHeatEnaFlag = 1 is defined; otherwise, RunstHeatEnaFlag = 0. The parking standby heating availability flag or the driving heating availability flag is then fed back to the CAN network.

[0088] It should be noted that, for parking standby mode and driving mode scenarios, the embodiments of this application may set different protection thresholds according to the actual situation, which are only illustrative examples here.

[0089] Furthermore, for situations where there is no rotor temperature characterization signal or the motor heating model under this operating condition differs from the normal operating state, in view of the potential thermal failure risk caused by long-term operation, it is possible to consider using the heat accumulation value of each monitoring point as one of the temperature protection measures.

[0090] In step S102, when the current electric drive system receives a parking standby degraded heating command and the current electric drive system is in a preset available state, the preset motor mathematical model is converted to the target rotating coordinate system, and the active heating power is calculated based on the first current in the direction of the rotor magnetic field and the second current perpendicular to the direction of the rotor magnetic field, and active heating is performed based on the active heating power.

[0091] Specifically, when the electric drive system receives a parking standby degraded heating command or a driving degraded heating command, and the corresponding state of the electric drive system is available, it should ensure that it actively heats up at a constant power while responding to the torque request of the VCU (vehicle control unit) without changing.

[0092] Furthermore, in some embodiments, before converting the preset motor mathematical model to the target rotating coordinate system, the method further includes: establishing the target rotating coordinate system on the drive motor rotor, and using the rotor magnetic field direction as the D-axis and the direction perpendicular to the rotor magnetic field direction as the Q-axis.

[0093] Specifically, based on the motor control principle, a rotating coordinate system is established on the motor rotor. The direction of the rotor's magnetic field is designated as the D-axis, and the direction perpendicular to the rotor's magnetic field is designated as the Q-axis. Transforming the motor's mathematical model to this coordinate system decouples the D-axis and Q-axis. The Q-axis current is the active component, driving the rotor's rotation. The D-axis acts as an excitation or weakening magnet, representing a reactive component that primarily converts into heat energy, making it a key focus of active efficiency reduction. In this state, the requested torque Tq = 0, and the speed N ≈ 0, meaning almost all electrical energy is converted into heat energy. At this point, given a D-axis current Id = A1, Iq = 0 (i.e., no torque output), the corresponding power and heat can be obtained.

[0094] It should be noted that the specific value of the D-axis current Id should be obtained in the actual test to ensure that the output heat reaches the target.

[0095] In step S103, when the current electric drive system receives a driving-state degraded heating command and the current electric drive system is in a preset available state, the current lookup speed is input to the preset degraded speed amplification module to obtain the target amplification factor, and the target heating power is calculated based on the target current obtained from the target amplification factor, and active heating is performed based on the target heating power.

[0096] Specifically, according to the motor torque formula, it can be seen that torque is independent of speed. Therefore, based on the existing current lookup table model diagram for motor control, as shown in the diagram... Figure 4 As shown: the vertical axis represents the constant torque current curve. When a valid heating command is received, the lookup torque remains constant, and the lookup speed is increased proportionally. This allows for obtaining a larger current from the lookup table while maintaining the same output torque, achieving the purpose of active de-efficiency heating. For example: if the motor's current speed is 500 rpm, the requested torque is 10 Nm, and the speed amplification ratio is 2, then the lookup input speed is 500 * 2 = 1000 rpm, while the torque remains 10 Nm.

[0097] The current lookup table model mainly includes inputs in two dimensions: speed and torque. The Id / Iq current output is obtained by looking up the table. It should be noted that the current lookup table model is not limited to this model. Other tests can be processed in the same way. To avoid redundancy, the specific method will not be described in detail.

[0098] Furthermore, based on the above principles, a schematic diagram of a dedicated module for calculating the speed amplification factor in efficiency-reducing heating is designed, as shown below. Figure 5 As shown, the amplification factor is adjusted according to different actual speeds and torques. This factor can be used to achieve stable power output for heat under various operating conditions by looking up a table, or it can be used by PI or other dynamic adjustment methods to increase the current according to the target. The specific implementation method and amplification factor are obtained through actual calibration tests.

[0099] It should be noted that for vehicles requiring multi-level heating, it is sufficient to design and calibrate multiple sets of corresponding parameters based on the above method and the capabilities of the motor system itself.

[0100] According to the control method for active degraded heating of the drive motor proposed in this application, when the electric drive system receives a parking standby degraded heating command and is in an available state, it transforms a preset motor mathematical model to a target rotating coordinate system, calculates the active heating power based on a first current in the rotor magnetic field direction and a second current perpendicular to the rotor magnetic field direction, and then performs active heating. Alternatively, when it receives a driving degraded heating command and is in an available state, it inputs the lookup speed into a preset degraded speed amplification module to obtain a target amplification coefficient, calculates the target heating power based on the target current obtained from the target amplification coefficient, and then performs active heating. This solves the problems of high research costs and low efficiency, improves the overall vehicle energy consumption level, and enhances the user's travel experience.

[0101] Next, referring to the accompanying drawings, a control device for active efficiency reduction heating of a drive motor according to an embodiment of this application is described.

[0102] Figure 6 This is a block diagram of a control device for active efficiency reduction heating of a drive motor according to an embodiment of this application.

[0103] like Figure 6 As shown, the control device 10 for active de-efficiency heating of the drive motor includes: a judgment module 100, a first control module 200, and a second control module 300.

[0104] The judgment module 100 is used to determine whether the current electric drive system has received a preset degraded heating command. The preset degraded heating command includes a parking standby degraded heating command and a driving state degraded heating command.

[0105] The first control module 200 is used to convert the preset motor mathematical model to the target rotating coordinate system when the current electric drive system receives a parking standby degraded heating command and the current electric drive system is in a preset available state, and calculate the active heating power based on the first current in the direction of the rotor magnetic field and the second current perpendicular to the direction of the rotor magnetic field, and perform active heating based on the active heating power.

[0106] The second control module 300 is used to input the current lookup speed into the preset degraded speed amplification module to obtain the target amplification coefficient when the current electric drive system receives a driving-state degraded heating command and the current electric drive system is in a preset available state. It then calculates the target heating power based on the target current obtained from the target amplification coefficient and performs active heating based on the target heating power.

[0107] Furthermore, in some embodiments, the determination module 100 is specifically used for:

[0108] Obtain the current speed, current torque, current operating mode, current stator temperature, current rotor temperature, current ambient temperature, and current fault level of the drive motor;

[0109] Identify the current efficiency degradation scenario of the electric drive system based on the current speed, current torque, and current operating mode; and identify the current safety status of the electric drive system based on the current stator temperature, current rotor temperature, current ambient temperature, and current fault level.

[0110] When the current degradation scenario is a parking standby state and the safety status is a safe waveform emission state, it is determined that the current electric drive system has received a parking standby degradation heating command; when the current degradation scenario is a drivable state and the safety status is a non-safe waveform emission state, it is determined that the current electric drive system has received a drivable state degradation heating command.

[0111] Furthermore, in some embodiments, the current efficiency degradation scenario of the electric drive system is identified based on the current speed, current torque, and current operating mode. The determination module 100 is specifically used for:

[0112] Determine whether the absolute value of the current speed is less than or equal to the first preset speed, whether the current torque is zero, and whether the current working mode is the first preset high-voltage standby mode;

[0113] If the absolute value of the current speed is less than or equal to the preset speed, the current torque is zero, and the current working mode is the first preset high-voltage standby mode, then the current efficiency degradation scenario of the electric drive system is identified as the parking standby state scenario.

[0114] Furthermore, in some embodiments, the determination module 100, which identifies the current degradation scenario of the electric drive system based on the current speed, current torque, and current operating mode, is also used to:

[0115] Determine whether the absolute value of the current rotation speed is greater than the second preset rotation speed, and whether the current working mode is the second preset high-voltage standby mode;

[0116] If the absolute value of the current speed is greater than the second preset speed, and the current working mode is the second preset high-voltage standby mode, then the current degraded scenario of the electric drive system is identified as a drivable state scenario.

[0117] Furthermore, in some embodiments, the safety status of the current electric drive system is identified based on the current stator temperature, current rotor temperature, current ambient temperature, and current fault level. The determination module 100 is specifically used for:

[0118] Determine whether the current stator temperature is less than or equal to the first preset temperature, whether the current rotor temperature is less than or equal to the second preset temperature, whether the current ambient temperature is less than or equal to the third preset temperature, and whether the current fault level is less than or equal to the preset controller blocking fault state.

[0119] If the current stator temperature is less than or equal to the first preset temperature, the current rotor temperature is less than or equal to the second preset temperature, the current ambient temperature is less than or equal to the third preset temperature, and the current fault level is less than or equal to the preset controller blocking fault state, then the current safe state of the electric drive system is identified as the safe wave generation state.

[0120] Furthermore, in some embodiments, before transforming the preset motor mathematical model to the target rotating coordinate system, the first control module 200 is also configured to:

[0121] Establish a target rotating coordinate system on the rotor of the drive motor, and take the direction of the rotor magnetic field as the D-axis and the direction perpendicular to the rotor magnetic field as the Q-axis.

[0122] It should be noted that the explanation of the control method embodiment for active de-efficiency heating of the drive motor described above also applies to the control device for active de-efficiency heating of the drive motor in this embodiment, and will not be repeated here.

[0123] According to the control device for active degraded heating of the drive motor proposed in this application, when the electric drive system receives a parking standby degraded heating command and is in an available state, it transforms a preset motor mathematical model to a target rotating coordinate system, calculates the active heating power based on a first current in the rotor magnetic field direction and a second current perpendicular to the rotor magnetic field direction, and then performs active heating. Alternatively, when it receives a driving degraded heating command and is in an available state, it inputs the lookup speed into a preset degraded speed amplification module to obtain a target amplification coefficient, calculates the target heating power based on the target current obtained from the target amplification coefficient, and then performs active heating. This solves the problems of high research costs and low efficiency, improves the overall vehicle energy consumption level, and enhances the user's travel experience.

[0124] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0125] The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0126] When the processor 702 executes the program, it implements the control method for active de-efficiency heating of the drive motor provided in the above embodiments.

[0127] Furthermore, the vehicle also includes:

[0128] Communication interface 703 is used for communication between memory 701 and processor 702.

[0129] The memory 701 is used to store computer programs that can run on the processor 702.

[0130] The memory 701 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0131] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0132] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0133] The processor 702 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0134] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described control method for active de-efficiency heating of a drive motor.

[0135] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0136] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0137] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0138] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0139] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware, and the program can be stored in a computer-readable storage medium. When executed, the program includes one or a combination of the steps of the method embodiments.

[0140] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A control method for actively reducing the efficiency of a drive motor for heating, characterized in that, Includes the following steps: Determine whether the current electric drive system has received a preset degraded heating command, wherein the preset degraded heating command includes a parking standby degraded heating command and a driving state degraded heating command; When the current electric drive system receives the parking standby degraded heating command and the current electric drive system is in a preset available state, the preset motor mathematical model is transformed to the target rotating coordinate system, and the active heating power is calculated based on the first current in the direction of the rotor magnetic field and the second current perpendicular to the direction of the rotor magnetic field, and active heating is performed based on the active heating power. When the current electric drive system receives the driving-state degraded heating command and the current electric drive system is in a preset available state, the current lookup speed is input to the preset degraded speed amplification module to obtain the target amplification factor, and the target heating power is calculated based on the target current obtained from the target amplification factor, and active heating is performed based on the target heating power.

2. The method according to claim 1, characterized in that, The determination of whether the current electric drive system has received a preset de-efficiency heating command includes: Obtain the current speed, current torque, current operating mode, current stator temperature, current rotor temperature, current ambient temperature, and current fault level of the drive motor; The current efficiency degradation scenario of the electric drive system is identified based on the current speed, the current torque, and the current operating mode; and the safety status of the electric drive system is identified based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level. When the current degradation scenario is a parking standby state scenario and the safety state is a safe waveform emission state, it is determined that the current electric drive system has received the parking standby degradation heating command; when the current degradation scenario is a drivable state scenario and the safety state is not the safe waveform emission state, it is determined that the current electric drive system has received the drivable state degradation heating command.

3. The method according to claim 2, characterized in that, The step of identifying the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode includes: Determine whether the absolute value of the current rotational speed is less than or equal to the first preset rotational speed, whether the current torque is zero, and whether the current operating mode is the first preset high-voltage standby mode; If the absolute value of the current rotational speed is less than or equal to the preset rotational speed, the current torque is zero, and the current operating mode is the first preset high-voltage standby mode, then the current efficiency degradation scenario of the current electric drive system is identified as the parking standby state scenario.

4. The method according to claim 3, characterized in that, The step of identifying the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode further includes: Determine whether the absolute value of the current rotation speed is greater than the second preset rotation speed, and whether the current working mode is the second preset high-voltage standby mode; If the absolute value of the current rotational speed is greater than the second preset rotational speed, and the current operating mode is the second preset high-voltage standby mode, then the current degraded efficiency scenario of the current electric drive system is identified as the drivable state scenario.

5. The method according to claim 2, characterized in that, The step of identifying the safety status of the current electric drive system based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level includes: Determine whether the current stator temperature is less than or equal to a first preset temperature, whether the current rotor temperature is less than or equal to a second preset temperature, whether the current ambient temperature is less than or equal to a third preset temperature, and whether the current fault level is less than or equal to a preset controller blocking fault state. If the current stator temperature is less than or equal to the first preset temperature, the current rotor temperature is less than or equal to the second preset temperature, the current ambient temperature is less than or equal to the third preset temperature, and the current fault level is less than or equal to the preset controller blocking fault state, then the current safe state of the electric drive system is identified as the safe signaling state.

6. The method according to claim 1, characterized in that, Before transforming the preset motor mathematical model to the target rotating coordinate system, the method further includes: Establish the target rotating coordinate system on the rotor of the drive motor, and take the direction of the rotor magnetic field as the D-axis and the direction perpendicular to the rotor magnetic field as the Q-axis.

7. A control device for actively reducing the efficiency of a drive motor for heating, characterized in that, include: The judgment module is used to determine whether the current electric drive system has received a preset degraded heating command, wherein the preset degraded heating command includes a parking standby degraded heating command and a driving state degraded heating command; The first control module is used to convert the preset motor mathematical model to the target rotating coordinate system when the current electric drive system receives the parking standby degraded heating command and the current electric drive system is in a preset available state, and calculate the active heating power based on the first current in the direction of the rotor magnetic field and the second current perpendicular to the direction of the rotor magnetic field, and perform active heating based on the active heating power. The second control module is used to input the current lookup speed into a preset degraded speed amplification module to obtain a target amplification factor when the current electric drive system receives the driving state degraded heating command and the current electric drive system is in a preset available state, and to calculate the target heating power based on the target current obtained from the target amplification factor, and to perform active heating based on the target heating power.

8. The apparatus according to claim 7, characterized in that, The judgment module is specifically used for: Obtain the current speed, current torque, current operating mode, current stator temperature, current rotor temperature, current ambient temperature, and current fault level of the drive motor; The current efficiency degradation scenario of the electric drive system is identified based on the current speed, the current torque, and the current operating mode; and the safety status of the electric drive system is identified based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level. When the current degradation scenario is a parking standby state scenario and the safety state is a safe waveform emission state, it is determined that the current electric drive system has received the parking standby degradation heating command; when the current degradation scenario is a drivable state scenario and the safety state is not the safe waveform emission state, it is determined that the current electric drive system has received the drivable state degradation heating command.

9. The apparatus according to claim 8, characterized in that, The judgment module, which identifies the current efficiency degradation scenario of the current electric drive system based on the current speed, current torque, and current operating mode, is specifically used for: Determine whether the absolute value of the current rotational speed is less than or equal to the first preset rotational speed, whether the current torque is zero, and whether the current operating mode is the first preset high-voltage standby mode; If the absolute value of the current rotational speed is less than or equal to the preset rotational speed, the current torque is zero, and the current operating mode is the first preset high-voltage standby mode, then the current efficiency degradation scenario of the current electric drive system is identified as the parking standby state scenario.

10. The apparatus according to claim 9, characterized in that, The judgment module, which identifies the current efficiency degradation scenario of the current electric drive system based on the current speed, the current torque, and the current operating mode, is further configured to: Determine whether the absolute value of the current rotation speed is greater than the second preset rotation speed, and whether the current working mode is the second preset high-voltage standby mode; If the absolute value of the current rotational speed is greater than the second preset rotational speed, and the current operating mode is the second preset high-voltage standby mode, then the current degraded efficiency scenario of the current electric drive system is identified as the drivable state scenario.

11. The apparatus according to claim 8, characterized in that, The judgment module, which identifies the safety status of the current electric drive system based on the current stator temperature, the current rotor temperature, the current ambient temperature, and the current fault level, is specifically used for: Determine whether the current stator temperature is less than or equal to a first preset temperature, whether the current rotor temperature is less than or equal to a second preset temperature, whether the current ambient temperature is less than or equal to a third preset temperature, and whether the current fault level is less than or equal to a preset controller blocking fault state. If the current stator temperature is less than or equal to the first preset temperature, the current rotor temperature is less than or equal to the second preset temperature, the current ambient temperature is less than or equal to the third preset temperature, and the current fault level is less than or equal to the preset controller blocking fault state, then the current safe state of the electric drive system is identified as the safe signaling state.

12. The apparatus according to claim 7, characterized in that, Before transforming the preset motor mathematical model to the target rotating coordinate system, the first control module is further configured to: Establish the target rotating coordinate system on the rotor of the drive motor, and take the direction of the rotor magnetic field as the D-axis and the direction perpendicular to the rotor magnetic field as the Q-axis.

13. A vehicle, characterized in that, include: The device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method for active de-efficiency heating of a drive motor as described in any one of claims 1-6.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the control method for active de-efficiency heating of the drive motor as described in any one of claims 1-6.

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