Heating control method, device and vehicle

Abstract

The present disclosure relates to a heating control method, device and vehicle, which comprises the following steps: in response to receiving a heating start instruction, acquiring a current heating working condition and a current rotating speed of a motor in the vehicle; determining a current heat generation mode of the vehicle according to the current heating working condition and the current rotating speed, wherein the current heat generation mode is a first heat generation mode and / or a second heat generation mode, the first heat generation mode is a heat generation mode of controlling current to oscillate in a preset interval, and the second heat generation mode is a heat generation mode of increasing a synthetic current vector amplitude of direct-axis current and quadrature-axis current while keeping an output torque unchanged; determining target direct-axis current and target quadrature-axis current required for current heating according to the current heat generation mode; and controlling vehicle heating according to the target direct-axis current and the target quadrature-axis current. The direct-axis current and the quadrature-axis current can be determined through different heat generation modes, so as to achieve the purpose of vehicle heating through different heat generation speeds, thereby ensuring dynamic adjustment of heating amount per unit time according to the heating working condition.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle heating, in particular to a heating control method, device and vehicle. BACKGROUND

[0002] With the development of new energy vehicle technology, users have higher and higher experience requirements for new energy vehicles. In order to improve the driving experience of the vehicle, more heating components (such as passenger compartment seat heating, steering wheel heating, etc.) are usually arranged in the passenger compartment of the vehicle. However, the current vehicle heating control method can only produce heat at a relatively fixed heat production rate, without considering the heating speed under different heating conditions, so it cannot further improve the driving experience of the vehicle. SUMMARY

[0003] The purpose of the present disclosure is to provide a heating control method, device and vehicle.

[0004] To achieve the above purpose, the first aspect of the present disclosure provides a heating control method, the method comprising:

[0005] In response to receiving a heating start instruction, obtaining a current heating condition and a current rotating speed of a motor in the vehicle, the current heating condition being used to represent different heating requirements of the vehicle;

[0006] determining a current heat production mode of the vehicle according to the current heating condition and the current rotating speed, the current heat production mode being a first heat production mode and / or a second heat production mode, the first heat production mode being a heat production mode in which the control current oscillates in a preset interval, and the second heat production mode being a heat production mode in which the amplitude of the combined current vector of the direct-axis current and the quadrature-axis current is increased while the output torque remains unchanged;

[0007] determining target direct-axis current and target quadrature-axis current required for current heating according to the current heat production mode;

[0008] controlling vehicle heating according to the target direct-axis current and the target quadrature-axis current.

[0009] Optionally, the current heating condition includes an emergency heating condition of the passenger compartment and a designated component heating condition, and the determining of the current heat production mode of the vehicle according to the current heating condition and the current rotating speed comprises:

[0010] in a case where it is determined that the current heating condition is the emergency heating condition of the passenger compartment, determining that the current heat production mode is the first heat production mode and the second heat production mode;

[0011] in a case where it is determined that the current heating condition is the designated component heating condition, obtaining a current temperature of a power battery, and determining the current heat production mode according to the current temperature of the power battery.

[0012] Optionally, the determining the current heat generation mode according to the current temperature of the power battery comprises:

[0013] in a case where the current temperature is less than or equal to a preset temperature threshold, taking the first heat generation mode as the current heat generation mode;

[0014] in a case where the current temperature is greater than the preset temperature threshold, taking the second heat generation mode as the current heat generation mode.

[0015] Optionally, the method further comprises:

[0016] in a case where it is determined that the emergency heating instruction is received, determining that the current heating working condition is the passenger compartment emergency heating working condition;

[0017] in a case where it is determined that the emergency heating instruction is not received, if a heating request of a specified component is received, determining that the current heating working condition is the specified component heating working condition.

[0018] Optionally, the determining the target direct-axis current and the target quadrature-axis current required for the current heating according to the current heat generation mode comprises:

[0019] in a case where the current heat generation mode is the first heat generation mode and the second heat generation mode, obtaining a first heating demand amount in the current passenger compartment;

[0020] determining the target direct-axis current and the target quadrature-axis current according to the first heating demand amount and the current rotating speed.

[0021] Optionally, the determining the target direct-axis current and the target quadrature-axis current according to the first heating demand amount and the current rotating speed comprises:

[0022] determining a target driving heat generation curve according to the current rotating speed, the target driving heat generation curve being used to represent a first functional relationship between the direct-axis current and the quadrature-axis current in a driving heat generation process under different torques;

[0023] obtaining a target torque curve corresponding to the current torque, the target torque curve being used to represent a second functional relationship between the direct-axis current and the quadrature-axis current under the current torque;

[0024] determining the target direct-axis current and the target quadrature-axis current corresponding to the first heating demand amount according to the target driving heat generation curve and the target torque curve.

[0025] Optionally, the determining the target driving heat generation curve according to the current rotating speed comprises:

[0026] determining, from a plurality of preset driving heat generation curves, a first preset driving heat generation curve and a second preset driving heat generation curve corresponding to the first heating demand, wherein the first preset driving heat generation curve and the second preset driving heat generation curve are located on two sides of an energy consumption optimal curve respectively, and the energy consumption optimal curve is used to represent a third functional relationship between direct-axis current and quadrature-axis current under different torques when heat production is the least;

[0027] in a case where the current rotating speed is less than a preset rotating speed threshold, taking the first preset driving heat generation curve as the target driving heat generation curve;

[0028] in a case where the current rotating speed is greater than or equal to the preset rotating speed threshold, taking the second preset driving heat generation curve as the target driving heat generation curve.

[0029] Optionally, determining the target direct-axis current and the target quadrature-axis current corresponding to the first heating demand according to the target driving heat generation curve and the target torque curve comprises:

[0030] determining a target intersection point of the target driving heat generation curve and the target torque curve;

[0031] determining the target direct-axis current and the target quadrature-axis current according to the direct-axis current and the quadrature-axis current corresponding to the target intersection point.

[0032] Optionally, the determining the target direct-axis current and the target quadrature-axis current according to the direct-axis current and the quadrature-axis current corresponding to the target intersection point comprises:

[0033] determining a preset oscillation current frequency and a preset oscillation current amplitude according to the first heating demand;

[0034] taking the direct-axis current and the quadrature-axis current corresponding to the target intersection point as reference direct-axis current and reference quadrature-axis current;

[0035] determining the target direct-axis current and the target quadrature-axis current according to the reference direct-axis current and the reference quadrature-axis current, the preset oscillation current frequency and the preset oscillation current amplitude.

[0036] Optionally, the determining the target direct-axis current and the target quadrature-axis current according to the first heating demand and the current rotating speed comprises:

[0037] obtaining a current torque;

[0038] determining the target direct-axis current and the target quadrature-axis current from first preset relationship data according to the current torque, the first heating demand and the current rotating speed, wherein the first preset relationship data comprises direct-axis current and quadrature-axis current corresponding to different heating demands and rotating speeds under different torques.

[0039] Optionally, the determining the target direct-axis current and the target quadrature-axis current required for the current heating comprises:

[0040] In a case where the current heating mode is determined as the first heating mode or the second heating mode, a battery heating demand is determined according to a current temperature of the power battery, and a specified heating demand of a specified component is obtained;

[0041] The target direct-axis current and the target quadrature-axis current required for the current heating are determined according to the battery heating demand, the specified heating demand, and the current rotating speed.

[0042] Optionally, the determining the target direct-axis current and the target quadrature-axis current required for the current heating comprises:

[0043] A sum of the battery heating demand and the specified heating demand is taken as a second heating demand;

[0044] The target direct-axis current and the target quadrature-axis current are determined according to the second heating demand and the current rotating speed.

[0045] Optionally, the determining the target direct-axis current and the target quadrature-axis current comprises:

[0046] In a case where the current heating mode is determined as the first heating mode, a current quadrature-direct-axis current and an oscillation current frequency to be used and an oscillation current amplitude to be used corresponding to the second heating demand are obtained;

[0047] The target direct-axis current and the target quadrature-axis current are determined according to the oscillation current frequency to be used, the oscillation current amplitude to be used, and the current quadrature-direct-axis current.

[0048] Optionally, the determining the target direct-axis current and the target quadrature-axis current comprises:

[0049] The target direct-axis current and the target quadrature-axis current are determined from second preset relationship data according to the second heating demand and the current rotating speed, wherein the second preset relationship data is used to represent that, in the first heating mode, different heating demands and rotating speeds under different torques correspond to different quadrature-direct-axis currents.

[0050] Optionally, the determining the target direct-axis current and the target quadrature-axis current comprises:

[0051] In a case where it is determined that the current heat generation mode is the second heat generation mode, a target intersection point of a target torque curve corresponding to the current torque and a target driving heat curve corresponding to the current rotating speed is determined;

[0052] The reference direct-axis current corresponding to the target intersection point is taken as the target direct-axis current, and the reference quadrature-axis current corresponding to the target intersection point is taken as the target quadrature-axis current.

[0053] Optionally, the determining of the target direct-axis current and the target quadrature-axis current according to the second heating demand and the current rotating speed comprises:

[0054] In a case where it is determined that the current heat generation mode is the second heat generation mode, the target direct-axis current and the target quadrature-axis current are determined from third preset relationship data according to the second heating demand and the current rotating speed, the third preset relationship data being used to represent that, in a heating process in the second heat generation mode, different heating demands and rotating speeds correspond to different intersection and direct-axis currents under different torques.

[0055] Optionally, the method further comprises:

[0056] In a case where it is determined that the current heating condition is the passenger compartment emergency heating condition, the heating to the power battery is stopped.

[0057] A second aspect of the present disclosure provides a heating control device, the device comprising:

[0058] An acquisition module is configured to, in response to receiving a heating start instruction, acquire a current heating condition and a current rotating speed of a motor in a vehicle, the current heating condition being used to represent different heating demands of the vehicle;

[0059] A first determination module is configured to determine a current heat generation mode of the vehicle according to the current heating condition and the current rotating speed, the current heat generation mode being a first heat generation mode and / or a second heat generation mode, the first heat generation mode being a heat generation mode in which a control current oscillates in a preset interval, and the second heat generation mode being a heat generation mode in which a combined current vector amplitude of a quadrature-axis current and a direct-axis current is increased while an output torque is unchanged;

[0060] A second determination module is configured to determine a target direct-axis current and a target quadrature-axis current required for current heating according to the current heat generation mode;

[0061] A control module is configured to control the heating of the vehicle according to the target direct-axis current and the target quadrature-axis current.

[0062] Optionally, the current heating condition comprises a passenger compartment emergency heating condition and a designated component heating condition, and the first determination module is configured to:

[0063] determining the current heating mode as the first heating mode and the second heating mode when the current heating condition is determined as the passenger cabin emergency heating condition;

[0064] obtaining a current temperature of the power battery, and determining the current heating mode according to the current temperature of the power battery when the current heating condition is determined as the specified component heating condition.

[0065] Optionally, the first determining module is configured to:

[0066] determining the first heating mode as the current heating mode when the current temperature is less than or equal to a preset temperature threshold;

[0067] determining the second heating mode as the current heating mode when the current temperature is greater than the preset temperature threshold.

[0068] Optionally, the method further comprises,

[0069] the third determining module is configured to determine the current heating condition as the passenger cabin emergency heating condition when it is determined that the emergency heating instruction is received;

[0070] the fourth determining module is configured to determine the current heating condition as the specified component heating condition when it is determined that the emergency heating instruction is not received, and a heating request of a specified component is received.

[0071] Optionally, the second determining module is configured to:

[0072] obtaining a first heating demand in the current passenger cabin when the current heating mode is the first heating mode and the second heating mode;

[0073] determining the target direct-axis current and the target quadrature-axis current according to the first heating demand and the current rotating speed.

[0074] Optionally, the second determining module is configured to:

[0075] determining a target driving heat generation curve according to the current rotating speed, the target driving heat generation curve being used to represent a first functional relationship between the direct-axis current and the quadrature-axis current in a driving heat generation process under different torques;

[0076] obtaining a target torque curve corresponding to the current torque, the target torque curve being used to represent a second functional relationship between the direct-axis current and the quadrature-axis current under the current torque;

[0077] The target direct-axis current and the target quadrature-axis current corresponding to the first heating demand are determined according to the target driving heat curve and the target torque curve.

[0078] Optionally, the second determining module is configured to:

[0079] The first preset driving heat curve and the second preset driving heat curve corresponding to the first heating demand are determined from a plurality of preset driving heat curves, wherein the first preset driving heat curve and the second preset driving heat curve are located on two sides of an energy consumption optimal curve respectively, and the energy consumption optimal curve is used to represent a third functional relationship between the direct-axis current and the quadrature-axis current under different torques when the heat production is the least.

[0080] In a case where the current rotating speed is less than a preset rotating speed threshold, the first preset driving heat curve is taken as the target driving heat curve.

[0081] In a case where the current rotating speed is greater than or equal to the preset rotating speed threshold, the second preset driving heat curve is taken as the target driving heat curve.

[0082] Optionally, the second determining module is configured to:

[0083] A target intersection point of the target driving heat curve and the target torque curve is determined.

[0084] The target direct-axis current and the target quadrature-axis current are determined according to the direct-axis current and the quadrature-axis current corresponding to the target intersection point.

[0085] Optionally, the second determining module is configured to:

[0086] A preset oscillation current frequency and a preset oscillation current amplitude are determined according to the first heating demand.

[0087] The direct-axis current and the quadrature-axis current corresponding to the target intersection point are taken as reference direct-axis current and reference quadrature-axis current.

[0088] The target direct-axis current and the target quadrature-axis current are determined according to the reference direct-axis current and the reference quadrature-axis current, the preset oscillation current frequency and the preset oscillation current amplitude.

[0089] Optionally, the second determining module is configured to:

[0090] A current torque is obtained.

[0091] The target direct-axis current and the target quadrature-axis current are determined from first preset relationship data according to the current torque, the first heating demand and the current rotating speed, and the first preset relationship data includes the direct-axis current and the quadrature-axis current corresponding to different heating demands and rotating speeds under different torques.

[0092] Optionally, the second determining module is configured to:

[0093] In a case where it is determined that the current heat generation mode is the first heat generation mode or the second heat generation mode, determine a battery heating demand amount according to a current temperature of the power battery, and obtain a specified heating demand amount of a specified component;

[0094] Determine a target direct-axis current and a target quadrature-axis current required for current heating according to the battery heating demand amount, the specified heating demand amount, and the current rotating speed.

[0095] Optionally, the second determining module is configured to:

[0096] Take a sum of the battery heating demand amount and the specified heating demand amount as a second heating demand amount;

[0097] Determine the target direct-axis current and the target quadrature-axis current according to the second heating demand amount and the current rotating speed.

[0098] Optionally, the second determining module is configured to:

[0099] In a case where it is determined that the current heat generation mode is the first heat generation mode, obtain a current quadrature-direct-axis current, and an oscillating current frequency to be used and an oscillating current amplitude to be used corresponding to the second heating demand amount;

[0100] Determine the target direct-axis current and the target quadrature-axis current according to the oscillating current frequency to be used, the oscillating current amplitude to be used, and the current quadrature-direct-axis current.

[0101] Optionally, the second determining module is configured to:

[0102] Determine the target direct-axis current and the target quadrature-axis current from second preset relationship data according to the second heating demand amount and the current rotating speed, wherein the second preset relationship data is used to represent that, in the first heat generation mode, different heating demand amounts and rotating speeds under different torques correspond to different quadrature-direct-axis currents.

[0103] Optionally, the second determining module is configured to:

[0104] In a case where it is determined that the current heat generation mode is the second heat generation mode, determine a target intersection point of a target torque curve corresponding to a current torque and a target driving heat generation curve corresponding to the current rotating speed;

[0105] Take a reference quadrature-axis current corresponding to the target intersection point as the target quadrature-axis current, and take a reference direct-axis current corresponding to the target intersection point as the target direct-axis current.

[0106] Optionally, the second determining module is configured to:

[0107] In a case where it is determined that the current heat generation mode is the second heat generation mode, the target direct-axis current and the target quadrature-axis current are determined from third preset relationship data according to the second heating demand and the current rotating speed, the third preset relationship data being used to represent that, in the second heat generation mode heating process, different heating demands and rotating speeds correspond to different quadrature-direct-axis currents under different torques.

[0108] Optionally, the method further comprises:

[0109] The fifth determining module is configured to, in a case where it is determined that the current heating working condition is the passenger compartment emergency heating working condition, stop heating the power battery.

[0110] A third aspect of the present disclosure provides a vehicle, comprising:

[0111] a memory having a computer program stored thereon;

[0112] a processor configured to execute the computer program in the memory to implement the steps of the method of the first aspect.

[0113] The above technical solution, by responding to the received heating start instruction, acquiring the current heating working condition and the current rotating speed of the motor in the vehicle, the current heating working condition being used to represent different heating demands of the vehicle; determining the current heat generation mode of the vehicle according to the current heating working condition and the current rotating speed, the current heat generation mode being the first heat generation mode and / or the second heat generation mode, the first heat generation mode being a heat generation mode in which the control current oscillates in a preset interval, and the second heat generation mode being a heat generation mode in which the amplitude of the combined current vector of the quadrature-direct-axis current is increased while the output torque remains unchanged; determining the target direct-axis current and the target quadrature-axis current required for current heating according to the current heat generation mode; and controlling the vehicle heating according to the target direct-axis current and the target quadrature-axis current; in this way, the current heat generation mode can be dynamically adjusted according to the current heating working condition and the current rotating speed, and since different heat generation modes correspond to different heat generation speeds, the quadrature-direct-axis current can be determined through different heat generation modes to achieve the purpose of heating the vehicle through different heat generation speeds, thereby ensuring that the heating amount per unit time is dynamically adjusted according to the heating working condition, and being beneficial to further improving the driving experience of the vehicle.

[0114] Other features and advantages of the present disclosure will be described in detail in the following detailed description section. BRIEF DESCRIPTION OF DRAWINGS

[0115] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, illustrate embodiments of the present disclosure and, together with the specific embodiments described below, serve to explain the present disclosure, but do not constitute a limitation on the present disclosure. In the drawings:

[0116] Figure 1 is a flowchart of a heating control method according to an example embodiment of the present disclosure;

[0117] Figure 2 is a schematic diagram of a control principle of vehicle heat production according to an example embodiment of the present disclosure;

[0118] Figure 3 is a topology diagram of a vehicle heating control system according to an example embodiment of the present disclosure;

[0119] Figure 4 is a flowchart of a heating control method according to an example embodiment of the present disclosure; Figure 1

[0120] Figure 5 is a flowchart of a heating control method according to an example embodiment of the present disclosure; Figure 4

[0121] Figure 6 is a schematic diagram of an oscillation change process of a target direct-axis current according to an example embodiment of the present disclosure;

[0122] Figure 7 is a flowchart of another heating control method according to an example embodiment of the present disclosure; Figure 1

[0123] is a block diagram of a heating control device according to an example embodiment of the present disclosure; Figure 8

[0124] Figure 9 is a block diagram of a heating control device according to an example embodiment of the present disclosure; Figure 8

[0125] is a block diagram of a vehicle according to an example embodiment of the present disclosure. Figure 10 DETAILED DESCRIPTION

[0126] The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure, and do not limit the present disclosure.

[0127] Figure 1 is a flowchart of a heating control method according to an example embodiment of the present disclosure; as shown in Figure 1 the method can include the following steps: ​​​​

[0128] In step 101, in response to receiving a heating start instruction, a current heating working condition and a current rotating speed of a motor in the vehicle are obtained, the current heating working condition being used to represent different heating demands of the vehicle.

[0129] The heating start instruction is a control signal for starting the heating function of the vehicle when it is determined that there is a heating demand in the vehicle. The current rotating speed can be obtained by a position sensor arranged on the motor in the vehicle. The current heating working condition can include an emergency passenger cabin heating working condition and a designated component heating working condition. The passenger cabin emergency heating working condition is a condition that needs to ensure the reliability of heating in the passenger cabin, for example, a condition that ensures the temperature in the passenger cabin to ensure that the passenger will not be affected by the low temperature in the passenger cabin before the medical personnel arrives. The designated component heating working condition can be other working conditions of the vehicle that need to be heated under the non-passenger cabin emergency heating working condition, for example, a heating request of other components can be received without receiving a user-triggered passenger cabin emergency heating instruction, for example, the other components can be a power battery, a seat, a steering wheel or other components.

[0130] In this step, the implementation of determining that there is a heating demand in the vehicle can include: determining that there is a heating demand when the current ambient temperature of the vehicle is less than a preset first low temperature threshold; determining that there is a heating demand when it is determined that the current temperature of the power battery is less than a preset second low temperature threshold; and determining that there is a heating demand when a user-triggered passenger cabin heating instruction is received.

[0131] In addition, the implementation of determining the current heating working condition can include:

[0132] In a case where it is determined that the emergency heating instruction is received, the current heating working condition is determined to be the passenger cabin emergency heating working condition; and in a case where it is determined that the emergency heating instruction is not received, if a heating request of a designated component is received, the current heating working condition is determined to be the designated component heating working condition.

[0133] In step 102, a current heat generation mode of the vehicle is determined according to the current heating working condition and the current rotating speed, the current heat generation mode being a first heat generation mode and / or a second heat generation mode.

[0134] The first heat generation mode is a heat generation mode in which the current is oscillated in a preset range, and the second heat generation mode is a heat generation mode in which the amplitude of the combined current vector of the direct-axis current and the quadrature-axis current is increased while the output torque remains unchanged.

[0135] It should be noted that the quadrature axis current and the direct axis current can synthesize a current vector, and in the case that the amplitude of the current vector increases, the heat production speed increases. The preset interval can include a first interval of the direct axis current and a second interval of the quadrature axis current.

[0136] For example, as shown in Figure 2 , Figure 2 is a schematic diagram of a control principle of vehicle heat production according to an example embodiment of the present disclosure. If the coordinate point of the quadrature axis current and the direct axis current combination E1 is (x1, y1), and the coordinate point of the quadrature axis current and the direct axis current combination E2 is (x2, y2), the preset interval can be [x1, x2], [y1, y2], that is, when the vehicle is in the first heat production mode, the target direct axis current oscillates between [x1, x2], and the target quadrature axis current oscillates between [y1, y2], that is, the quadrature axis current and the direct axis current combination oscillates between E1, E, and E2. In addition, on the energy optimal curve in the Figure 2 , the amplitude of the current vector synthesized by the quadrature axis current and the direct axis current is minimum, and therefore the heat production speed is minimum, and the kinetic energy output is more. When moving along a torque curve to both sides of the energy optimal curve, that is, in the case that the torque is unchanged, the quadrature axis current and the direct axis current combination is changed according to the torque curve, the amplitude of the current vector synthesized by the quadrature axis current and the direct axis current can be increased, and therefore the heat production power can be increased, and the heat production speed can be improved. The above implementation of the amplitude of the synthesized current vector can be: reducing the absolute value of the quadrature axis current and increasing the absolute value of the direct axis current (for example Figure 2 , the left part of the energy optimal curve), or increasing the absolute value of the quadrature axis current and reducing the absolute value of the direct axis current (for example Figure 2 , the right part of the energy optimal curve). It should be noted that the values and the quadrature axis current and the direct axis current combination here are used to explain the first heat production mode and the second heat production mode, and are not used to limit the specific range of the quadrature axis current and the direct axis current combination in the first heat production mode and the second heat production mode.

[0137] In addition, it should be noted that the heat production region of the first heat production mode is mainly in the power battery, and the first heat production mode can make the power battery quickly heat up, and when the power battery produces surplus heat, the part of the heat can be guided to other components in the heating circuit. The heat energy generated by the second heat production mode can be preferentially supplied to other components, such as a steering wheel or a seat.

[0138] In step 103, the target direct axis current and the target quadrature axis current required for current heating are determined according to the current heat production mode.

[0139] In the step, in a case where the current heating condition is determined as the passenger cabin emergency heating condition, the current heat production mode is determined as the first heat production mode and the second heat production mode; in a case where the current heating condition is determined as the designated component heating condition, a current temperature of the power battery is obtained, and the current heat production mode is determined according to the current temperature of the power battery.

[0140] The determination of the current heat production mode according to the current temperature of the power battery can include: in a case where the current temperature is less than or equal to a preset temperature threshold, the first heat production mode is taken as the current heat production mode; and in a case where the current temperature is greater than the preset temperature threshold, the second heat production mode is taken as the current heat production mode.

[0141] It should be noted that experiments prove that the heat production speed of the first heat production mode is generally higher than that of the second heat production mode, and therefore in the passenger cabin emergency heating condition, the first heat production mode and the second heat production mode can be used together for heating to improve the heat production speed and ensure the heat production reliability, so as to maximize the safety of passengers and improve the driving experience of the vehicle; in the designated component heating condition, it can be determined according to the current temperature of the power battery whether the first heat production mode is needed for heating.

[0142] In step 104, the vehicle heating is controlled according to the target direct-axis current and the target quadrature-axis current.

[0143] In the step, the control signal of the motor controller in the vehicle can be determined by feedback adjustment according to the target direct-axis current and the target quadrature-axis current.

[0144] For example, as shown in Figure 3 , Figure 3This is a topology diagram of a vehicle heating control system according to an exemplary embodiment of the present disclosure. The vehicle heating control system may include a ride comfort optimization control module 1, a current closed-loop regulation control module 2, a coordinate transformation module 3 and a pulse width modulation module 4, a motor controller 5 and a motor 6, a current sensor 7 and a position sensor 8. The current sensor 7 collects the phase current value flowing between the motor controller 5 and the motor 6. The position sensor 8 collects the real-time rotor position and speed of the motor 103 and transmits them to the coordinate transformation module 3 through channel ①. The motor controller 5 synchronously collects the DC bus voltage of the electronic control terminal and transmits it to the pulse width modulation module 4 through channel ②. The coordinate transformation module 3 converts the real-time three-phase static current into real-time two-phase rotating current (i.e., Ia, Ib, Ic → Id and Iq) through Clark transformation and Park transformation. After comparing it with the target quadrature and direct axis currents (i.e., target quadrature axis current and target direct axis current) output by the ride comfort optimization control module 1 through channel ③, it is transmitted to the current closed-loop regulation control module 2 through channel ④ for control. The control output is transmitted to the coordinate transformation module 3 through channel ⑤, and the two-phase rotating voltage is converted into two-phase static voltage through TPark (inverse Park transformation). It is transmitted to the pulse width modulation module 4 through channel ⑥. The pulse width modulation module 4 transmits the generated switching signal to the motor controller 5 through channel ⑦, which controls the power switching devices in the motor controller 5 to turn on or off, thereby realizing vehicle heating.

[0145] The above technical solution can dynamically adjust the current heat generation method according to the current heating condition and the current rotation speed. Since different heat generation methods correspond to different heat generation rates, the AC and DC axis currents can be determined through different heat generation methods to achieve the purpose of heating the vehicle through different heat generation rates. This ensures that the heating amount per unit time is dynamically adjusted according to the heating condition, which is conducive to further improving the vehicle's driving experience.

[0146] Figure 4 Based on this disclosure Figure 1 The illustrated embodiment presents a flowchart of a heating control method; as shown in the figure. Figure 4 As shown, Figure 1 Step 103, which involves determining the target direct-axis current and target quadrature-axis current required for the current heating based on the current heat generation method, may include:

[0147] Step 1031: If the current heat generation method is the first heat generation method and the second heat generation method, obtain the first heating demand in the current crew cabin.

[0148] In this step, the body data of the passenger in the passenger cabin can be obtained by the body state monitoring device arranged in the passenger cabin. The body data can include body indicators such as height, weight, age, heart rate, body fat, and blood oxygen saturation. A plurality of corresponding relationships between body indicators and heating amounts can be pre-stored, and the first heating demand amount can be determined from the pre-stored plurality of corresponding relationships according to the body data of the current passenger.

[0149] It should be noted that in the case where it is determined that the current heating working condition is the emergency heating working condition of the passenger cabin, the power battery can be stopped from being heated. That is, the battery heating temperature required by the power battery can not be considered.

[0150] In step 1032, the target direct-axis current and the target cross-axis current are determined according to the first heating demand amount and the current rotating speed.

[0151] In this step, one possible implementation is to obtain the current torque; and the target direct-axis current and the target cross-axis current are determined from the first preset relationship data according to the current torque, the first heating demand amount, and the current rotating speed. The first preset relationship data includes different heating demand amounts and rotating speeds under different torques, and corresponding cross-axis currents.

[0152] The first preset relationship data can be obtained according to experimental detection or empirical data, and can be pre-stored in the vehicle for calling.

[0153] Another possible implementation can include Figure 5 ( Figure 5 According to the heating control method shown in the embodiment of the present disclosure Figure 4 The steps S1-S3 shown in the flowchart of the heating control method are as follows: Figure 5

[0154] S1, determine a target driving heating curve according to the current rotating speed, the target driving heating curve being used to represent a first functional relationship between direct-axis current and cross-axis current in a driving heating process under different torques.

[0155] A plurality of driving heating curves can be calibrated by experiments in advance. The heating speed (heating amount per unit time) corresponding to the combination of the direct-axis current and the cross-axis current in different driving heating curves on the same side of the energy consumption optimal curve under the same torque is different. For example Figure 2 ​The driving heat curve 1 in the figure is on the left side of the energy consumption optimal curve, the driving heat curve 2 is on the right side of the energy consumption optimal curve, and if a driving heat curve 3 is further added, the driving heat curve 3 is also on the left side of the energy consumption optimal curve. Under the same torque, the heating speed on the driving heat curve 1 is different from that on the driving heat curve 3. Among them, the closer to the point in the driving heat curve along the torque curve 1, the slower the heating speed, and the farther away from the energy consumption optimal curve, the faster the heating speed. Different points on the driving heat curve 1 represent the direct-axis current and the quadrature-axis current in the driving heat process under different torques. The first function relationship can be a function expression of a curve, for example, in the case of the driving heat curve 1 being the target driving heat curve, the first function relationship is the function relationship corresponding to the driving heat curve 1, which can be represented by a function expression.

[0156] In this step, the first preset driving heat curve and the second preset driving heat curve corresponding to the first heating demand can be determined from a plurality of preset driving heat curves. The heating speed of the first preset driving heat curve and the second preset driving heat curve under the same torque is the same, and the first preset driving heat curve and the second preset driving heat curve are respectively located on both sides of the energy consumption optimal curve. The energy consumption optimal curve is used to represent the third function relationship between the direct-axis current and the quadrature-axis current under different torques when the heat generation is the least. In the case that the current speed is less than the preset speed threshold, the first preset driving heat curve is taken as the target driving heat curve. In the case that the current speed is greater than or equal to the preset speed threshold, the second preset driving heat curve is taken as the target driving heat curve.

[0157] S2, obtaining a target torque curve corresponding to the current torque. The target torque curve is used to represent the second function relationship between the direct-axis current and the quadrature-axis current under the current torque.

[0158] For example, still taking Figure 2 and Figure 3 as examples for illustration, it is assumed that the current vehicle runs at the A operating point on the energy consumption optimal curve, and the current motor speed value is greater than the preset speed threshold. If the driving heat curve 2 is determined as the target driving heat curve according to the first heating demand, and the torque curve 3 is determined as the target torque curve according to the current torque, the ride experience optimization control module 1 starts to adjust the combination of the direct-axis current and the quadrature-axis current, so that the landing point moves from the A operating point to the B operating point along the torque curve 3, that is, the direct-axis current value and the quadrature-axis current value are increased. If the vehicle wheel end demand torque increases at this time, the motor shaft end torque demand value is the value of the torque curve 1, and the heating adjustment still needs to be continued (the required heating amount is still the first heating demand), the ride experience optimization control module 1 controls the combination of the direct-axis current and the quadrature-axis current to move from the B operating point to the C operating point along the driving heat curve 2.

[0159] If the current motor speed value is less than the preset speed threshold, that is, the intersection point of the direct-axis current and the quadrature-axis current cannot run on the driving heat curve 2, the ride experience optimization control module 1 starts to adjust the direct-axis current and the quadrature-axis current, so that the intersection point moves along the torque curve 1 from the C working condition point, passes through the D working condition point, and moves towards the E working condition point. If the vehicle wheel end demand torque decreases at this time, the motor shaft end torque demand value is the value of the torque curve 3, and the electric drive system heat regulation still needs to continue, the ride experience optimization control module 1 controls the direct-axis current and the quadrature-axis current to move from the E working condition point to the F working condition point along the driving heat curve 1.

[0160] If the electric drive system heat demand stops or the electric drive system fails at this time, the ride experience optimization control module 1 controls the direct-axis current and the quadrature-axis current to move from the F working condition point to the A working condition point along the driving heat curve 1, or to the zero point O.

[0161] When the direct-axis current and the quadrature-axis current run at the F working condition point or the B working condition point, the motor shaft end output torque is consistent with the A working condition point, but the corresponding synthesized current vector Is is increased relative to the A working condition point, that is, the vehicle improves the heat generation under the premise of maintaining normal driving. Similarly, if the current heating demand is small, the direct-axis current and the quadrature-axis current can be moved back to the A working condition point from the B working condition point or the F working condition point, that is, the heat generation per unit time when running at the F or B working condition point is greater than the heat generation per unit time when running at the A working condition point.

[0162] It is assumed that the current vehicle is in a parking working condition, including but not limited to the vehicle gear being in P gear for parking, the vehicle gear being in a non-P gear but the EPB (Electrical Park Brake) being pulled up, etc., and the direct-axis current and the quadrature-axis current fall on the zero point O. At this time, heat regulation is needed, and the ride experience optimization control module 1 controls the direct-axis current and the quadrature-axis current to move from the zero point O to the G working condition point along the positive half axis of the direct-axis current (or along a parallel line spaced a certain distance from the direct-axis current, and the interval distance corresponds to a small quadrature-axis current value, which is not enough to make the vehicle move, but only makes the motor output shaft output a pre-tightening force to the transmission mechanism to eliminate the meshing clearance and prevent the vehicle from shaking). The greater the heat generation demand, the farther the intersection point of the direct-axis current and the quadrature-axis current from the zero point O, that is, the heat generation at the I working condition point is greater than the heat generation at the H working condition point, and the heat generation at the H working condition point is greater than the heat generation at the G working condition point.

[0163] S3, determining the target direct-axis current and the target quadrature-axis current corresponding to the first heating demand according to the target driving heat curve and the target torque curve.

[0164] In this step, the target intersection point of the target vehicle heating curve and the target torque curve can be determined first; then, the target direct axis current and the target quadrature axis current can be determined based on the quadrature and direct axis currents corresponding to the target intersection point.

[0165] The above-described implementation of determining the target direct-axis current and the target quadrature-axis current based on the quadrature-direct-axis current corresponding to the target intersection point may include:

[0166] The preset oscillation current frequency and preset oscillation current amplitude are determined based on the first heating demand; the quadrature-direct axis current corresponding to the target intersection point is used as the reference quadrature-direct axis current; the target direct axis current and the target quadrature axis current are determined based on the reference quadrature-direct axis current, the preset oscillation current frequency, and the preset oscillation current amplitude.

[0167] It should be noted that the above-described implementation of determining the preset oscillation current frequency and preset oscillation current amplitude based on the first heating demand can be achieved by pre-setting the oscillation current frequency and oscillation current amplitude corresponding to different heating demands, and then determining the preset oscillation current frequency and preset oscillation current amplitude determined by the first heating demand from the pre-set data.

[0168] For example, Figure 6 This is a schematic diagram illustrating the oscillation process of a target direct-axis current according to an exemplary embodiment of this disclosure. Figure 6 As shown, the reference quadrature-axis current is Figure 2 When the direct-axis current corresponding to the intermediate operating point E, the preset oscillation current frequency f corresponding to the first heating demand, and the preset oscillation current amplitude Δd corresponding to the first heating demand are all considered, if the oscillation curve of the target direct-axis current is a sine wave, then it can be calculated according to... Figure 6 The target direct-axis current is determined by the change curve corresponding to the smaller amplitude. If the first heating demand increases, and the preset oscillation current frequency corresponding to the increased first heating demand remains f, and the preset oscillation current amplitude corresponding to the increased first heating demand is Δd1, then it can be determined according to... Figure 6 The change curve corresponding to the larger amplitude value determines the current target direct-axis current.

[0169] The above technical solutions can heat the passenger compartment using both the primary and secondary heat generation methods in emergency heating situations. This allows for dynamic adjustment of the heat generation rate based on the current motor speed and the primary heating demand, which helps to further enhance the driving experience for vehicle users.

[0170] Figure 7 Based on this disclosure Figure 1 The illustrated embodiment shows a flowchart of another heating control method; as shown Figure 7 As shown,Figure 1 The determining, according to the current heat generation mode, of the target direct-axis current and the target quadrature-axis current required for current heating can further include:

[0171] In the case where the current heat generation mode is determined to be the first heat generation mode or the second heat generation mode, a battery heating demand and a specified heating demand of a specified component are determined according to the current temperature of the power battery.

[0172] The specified component can be one or multiple, and different power battery temperatures can be pre-calibrated to correspond to battery heating demands, and different components can be pre-calibrated to correspond to heating demands at different ambient temperatures. In this step, the battery heating demand and the specified heating demand can be obtained by querying pre-set calibration data.

[0173] In the case where the current heat generation mode is determined to be the first heat generation mode or the second heat generation mode, a battery heating demand and a specified heating demand of a specified component are determined according to the current temperature of the power battery.

[0174] In this step, the sum of the battery heating demand and the specified heating demand can be taken as a second heating demand; and the target direct-axis current and the target quadrature-axis current can be determined according to the second heating demand and the current rotating speed.

[0175] The determining, according to the second heating demand and the current rotating speed, of the target direct-axis current and the target quadrature-axis current can be implemented in the following manner:

[0176] In the case where the current heat generation mode is determined to be the first heat generation mode, a current quadrature-axis current and an oscillating current frequency to be used and an oscillating current amplitude to be used corresponding to the second heating demand are obtained; and the target direct-axis current and the target quadrature-axis current can be determined according to the oscillating current frequency to be used, the oscillating current amplitude to be used, and the current quadrature-axis current. Alternatively,

[0177] In the case where the current heat generation mode is determined to be the second heat generation mode, a target intersection point of a target torque curve corresponding to the current torque and a target driving heat generation curve corresponding to the current rotating speed is determined; a reference quadrature-axis current corresponding to the target intersection point is taken as the target quadrature-axis current, and a reference direct-axis current corresponding to the target intersection point is taken as the target direct-axis current.

[0178] In a possible implementation, in a case where the current heat generation mode is determined to be the first heat generation mode, the target direct-axis current and the target quadrature-axis current are determined from second preset relationship data according to the second heating demand and the current rotating speed, where the second preset relationship data is used to represent corresponding direct-axis currents and quadrature-axis currents corresponding to different heating demands and rotating speeds under different torques in the first heat generation mode.

[0179] In a case where the current heat generation mode is determined to be the second heat generation mode, the target direct-axis current and the target quadrature-axis current are determined from third preset relationship data according to the second heating demand and the current rotating speed, where the third preset relationship data is used to represent corresponding direct-axis currents and quadrature-axis currents corresponding to different heating demands and rotating speeds under different torques in the second heat generation mode.

[0180] The above technical solution can determine the current heat generation mode according to the current temperature of the power battery in the specified component heating working condition, so as to heat the corresponding component in the vehicle in the first heat generation mode or the second heat generation mode, and can dynamically adjust the heat generation speed according to the current rotating speed of the motor and the second heating demand, thereby further improving the driving experience of the user of the vehicle while ensuring the heating efficiency of the vehicle.

[0181] Figure 8 is a block diagram of a heating control device according to an example embodiment of the present disclosure; as shown in Figure 8 The device can include:

[0182] The acquisition module 801 is configured to acquire a current heating working condition and a current rotating speed of a motor in a vehicle in response to receiving a heating start instruction, where the current heating working condition is used to represent different heating demands of the vehicle.

[0183] The first determination module 802 is configured to determine a current heat generation mode of the vehicle according to the current heating working condition and the current rotating speed, where the current heat generation mode is a first heat generation mode and / or a second heat generation mode, the first heat generation mode is a heat generation mode in which a control current oscillates in a preset range, and the second heat generation mode is a heat generation mode in which a combined current vector amplitude of direct-axis currents and quadrature-axis currents is increased while the output torque is unchanged.

[0184] The second determination module 803 is configured to determine target direct-axis currents and target quadrature-axis currents required for current heating according to the current heat generation mode.

[0185] The control module 804 is configured to control vehicle heating according to the target direct-axis currents and the target quadrature-axis currents.

[0186] The above technical solution can dynamically adjust the current heat generation mode according to the current heating working condition and the current rotating speed. Since different heat generation modes correspond to different heat generation speeds, the direct current and the quadrature axis current can be determined through different heat generation modes, so as to heat the vehicle through different heat generation speeds, thereby ensuring that the heating amount per unit time is dynamically adjusted according to the heating working condition, and the driving experience of the vehicle is further improved.

[0187] Optionally, the current heating working condition includes an occupant cabin emergency heating working condition and a specified component heating working condition, and the first determination module 802 is configured to:

[0188] In a case where the current heating working condition is determined to be the occupant cabin emergency heating working condition, the current heat generation mode is determined to be the first heat generation mode and the second heat generation mode.

[0189] In a case where the current heating working condition is determined to be the specified component heating working condition, the current temperature of the power battery is obtained, and the current heat generation mode is determined according to the current temperature of the power battery.

[0190] Optionally, the first determination module 802 is configured to:

[0191] In a case where the current temperature is less than or equal to a preset temperature threshold, the first heat generation mode is taken as the current heat generation mode.

[0192] In a case where the current temperature is greater than the preset temperature threshold, the second heat generation mode is taken as the current heat generation mode.

[0193] Figure 9 According to the above technical solution, Figure 8 As shown in the embodiment shown in the block diagram of a heating control device; as Figure 9 As shown, the device can also include:

[0194] The third determination module 805 is configured to determine that the current heating working condition is the occupant cabin emergency heating working condition in a case where it is determined that an emergency heating instruction is received.

[0195] The fourth determination module 806 is configured to determine that the current heating working condition is the specified component heating working condition in a case where it is determined that the emergency heating instruction is not received, and a heating request of a specified component is received.

[0196] Optionally, the second determination module 803 is configured to:

[0197] In a case where the current heat generation mode is the first heat generation mode and the second heat generation mode, a first heating demand amount in the current occupant cabin is obtained.

[0198] determine the target direct-axis current and the target quadrature-axis current according to the first heating demand and the current rotating speed.

[0199] Optionally, the second determining module 803 is configured to:

[0200] determine a target driving heat generation curve according to the current rotating speed, the target driving heat generation curve being used to represent a first functional relationship between the direct-axis current and the quadrature-axis current in a driving heat generation process under different torques;

[0201] obtain a target torque curve corresponding to the current torque, the target torque curve being used to represent a second functional relationship between the direct-axis current and the quadrature-axis current under the current torque;

[0202] determine the target direct-axis current and the target quadrature-axis current corresponding to the first heating demand according to the target driving heat generation curve and the target torque curve.

[0203] Optionally, the second determining module 803 is configured to:

[0204] determine a first preset driving heat generation curve and a second preset driving heat generation curve corresponding to the first heating demand from a plurality of preset driving heat generation curves, wherein the first preset driving heat generation curve and the second preset driving heat generation curve are located on two sides of an energy consumption optimal curve respectively, the energy consumption optimal curve being used to represent a third functional relationship between the direct-axis current and the quadrature-axis current under different torques when heat generation is the least;

[0205] in a case where the current rotating speed is less than a preset rotating speed threshold, take the first preset driving heat generation curve as the target driving heat generation curve;

[0206] in a case where the current rotating speed is greater than or equal to the preset rotating speed threshold, take the second preset driving heat generation curve as the target driving heat generation curve.

[0207] Optionally, the second determining module 803 is configured to:

[0208] determine a target intersection point of the target driving heat generation curve and the target torque curve;

[0209] determine the target direct-axis current and the target quadrature-axis current according to the direct-axis current and the quadrature-axis current corresponding to the target intersection point.

[0210] Optionally, the second determining module 803 is configured to:

[0211] determine a preset oscillation current frequency and a preset oscillation current amplitude according to the first heating demand;

[0212] take the direct-axis current and the quadrature-axis current corresponding to the target intersection point as reference direct-axis current and reference quadrature-axis current.

[0213] The target direct-axis current and the target quadrature-axis current are determined according to the reference direct-axis current and quadrature-axis current, the preset oscillation current frequency, and the preset oscillation current amplitude.

[0214] Optionally, the second determining module 803 is configured to:

[0215] obtain a current torque;

[0216] determine the target direct-axis current and the target quadrature-axis current from first preset relationship data according to the current torque, the first heating demand, and the current rotating speed, the first preset relationship data including corresponding direct-axis currents and quadrature-axis currents under different torques, different heating demands, and rotating speeds.

[0217] Optionally, the second determining module 803 is configured to:

[0218] determine a battery heating demand according to a current temperature of the power battery, and obtain a specified heating demand of a specified component, in a case where it is determined that the current heat production mode is the first heat production mode or the second heat production mode.

[0219] determine the target direct-axis current and the target quadrature-axis current required for current heating according to the battery heating demand, the specified heating demand, and the current rotating speed.

[0220] Optionally, the second determining module 803 is configured to:

[0221] take a sum of the battery heating demand and the specified heating demand as a second heating demand.

[0222] determine the target direct-axis current and the target quadrature-axis current according to the second heating demand and the current rotating speed.

[0223] Optionally, the second determining module 803 is configured to:

[0224] obtain a current direct-axis current and a current quadrature-axis current, and a standby oscillation current frequency and a standby oscillation current amplitude corresponding to the second heating demand, in a case where it is determined that the current heat production mode is the first heat production mode.

[0225] determine the target direct-axis current and the target quadrature-axis current according to the standby oscillation current frequency, the standby oscillation current amplitude, and the current direct-axis current and the current quadrature-axis current.

[0226] Optionally, the second determining module 803 is configured to:

[0227] determine the target direct-axis current and the target quadrature-axis current from second preset relationship data according to the second heating demand and the current rotating speed, wherein the second preset relationship data is used to represent corresponding direct-axis currents and quadrature-axis currents under different heating demands and rotating speeds at different torques in the first heating mode.

[0228] Optionally, the second determining module 803 is configured to:

[0229] determine a target intersection point of a target torque curve corresponding to the current torque and a target driving heat curve corresponding to the current rotating speed in a case where the current heating mode is determined as the second heating mode;

[0230] take a reference quadrature-axis current corresponding to the target intersection point as the target quadrature-axis current and take a reference direct-axis current corresponding to the target intersection point as the target direct-axis current.

[0231] Optionally, the second determining module 803 is configured to:

[0232] determine the target direct-axis current and the target quadrature-axis current from third preset relationship data according to the second heating demand and the current rotating speed in a case where the current heating mode is determined as the second heating mode, wherein the third preset relationship data is used to represent corresponding direct-axis currents and quadrature-axis currents under different heating demands and rotating speeds at different torques in the second heating mode.

[0233] Optionally, the method further comprises:

[0234] the fifth determining module 807 is configured to stop heating the power battery in a case where the current heating condition is determined as the passenger compartment emergency heating condition.

[0235] The above technical solutions can heat the passenger compartment in the first heating mode and the second heating mode under the passenger compartment emergency heating condition, can determine the current heating mode according to the current temperature of the power battery under the specified component heating condition, and can heat the corresponding components in the vehicle in the first heating mode or the second heating mode, can dynamically adjust the heating speed according to the current rotating speed of the motor and the second heating demand, and can further improve the driving experience of the user of the vehicle while ensuring the heating efficiency of the vehicle.

[0236] As to the apparatus in the above-described embodiments, specific manners in which various modules perform operations have been described in details in the embodiments of the method, and will not be described herein in details.

[0237] Figure 10is a block diagram of a vehicle according to an exemplary embodiment. For example, the vehicle 1000 can be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 1000 can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0238] Referring to Figure 10 The vehicle 1000 can include various subsystems, such as an infotainment system 1010, a perception system 1020, a decision control system 1030, a drive system 1040, and a computing platform 1050. The vehicle 1000 can include more or fewer subsystems, and each subsystem can include multiple components. In addition, each subsystem and each component of the vehicle 1000 can be interconnected by wired or wireless means.

[0239] In some embodiments, the infotainment system 1010 can include a communication system, an entertainment system, a navigation system, and the like.

[0240] The perception system 1020 can include several sensors for sensing information of the environment surrounding the vehicle 1000. For example, the perception system 1020 can include a global positioning system (which can be a GPS system, a Beidou system, or other positioning systems), an inertial measurement unit (IMU), a lidar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0241] The decision control system 1030 can include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0242] The drive system 1040 can include components that provide the vehicle 1000 with power to move. In one embodiment, the drive system 1040 can include an engine, an energy source, a transmission system, and wheels. The engine can be one or a combination of an internal combustion engine, an electric motor, an air compression engine, or the like. The engine can convert energy provided by the energy source into mechanical energy.

[0243] Some or all functions of the vehicle 1000 are controlled by the computing platform 1050. The computing platform 1050 can include at least one processor 1051 and a memory 1052, and the processor 1051 can execute instructions 1053 stored in the memory 1052.

[0244] The processor 1051 can be any conventional processor, such as a commercially available CPU. The processor can also include a Graphics Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0245] The memory 1052 can be implemented by any type of volatile or nonvolatile storage devices or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0246] In addition to the instructions 1053, the memory 1052 can also store data, such as road maps, route information, the position, direction, speed, etc. of the vehicle. The data stored by the memory 1052 can be used by the computing platform 1050.

[0247] In the embodiments of the present disclosure, the processor 1051 can execute the instructions 1053 to complete all or part of the steps of the heating control method described above.

[0248] In another exemplary embodiment, a computer program product is also provided, which contains a computer program executable by a programmable device, the computer program having code portions for executing the heating control method described above when executed by the programmable device.

[0249] The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

[0250] In addition, it should be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without contradiction, and in order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0251] Furthermore, any combination of the various different embodiments of the present disclosure can also be made, as long as it does not deviate from the idea of the present disclosure, it should also be considered as disclosed by the present disclosure.

Claims

1. A heating control method, characterized by, The method comprises: in response to receiving a heating start instruction, obtaining a current heating working condition and a current rotating speed of a motor in the vehicle, the current heating working condition being used to represent different heating requirements of the vehicle; determining a current heat generation mode of the vehicle according to the current heating working condition and the current rotating speed, the current heat generation mode being a first heat generation mode and / or a second heat generation mode, the first heat generation mode being a heat generation mode in which a control current oscillates in a preset interval, and the second heat generation mode being a heat generation mode in which a combined current vector amplitude of a direct-axis current and a quadrature-axis current is increased while an output torque is unchanged; determining target direct-axis current and target quadrature-axis current required for current heating according to the current heat generation mode; controlling vehicle heating according to the target direct-axis current and the target quadrature-axis current; the determining of the target direct-axis current and the target quadrature-axis current required for current heating according to the current heat generation mode comprises: in a case where the current heat generation mode is the first heat generation mode and the second heat generation mode, obtaining a first heating requirement amount in a passenger compartment; determining the target direct-axis current and the target quadrature-axis current according to the first heating requirement amount and the current rotating speed.

2. The method of claim 1, wherein, the current heating working condition comprises an emergency heating working condition of the passenger compartment and a designated component heating working condition, and the determining of the current heat generation mode of the vehicle according to the current heating working condition and the current rotating speed comprises: in a case where it is determined that the current heating working condition is the emergency heating working condition of the passenger compartment, determining that the current heat generation mode is the first heat generation mode and the second heat generation mode; in a case where it is determined that the current heating working condition is the designated component heating working condition, obtaining a current temperature of a power battery, and determining the current heat generation mode according to the current temperature of the power battery.

3. The method of claim 2, wherein, the determining of the current heat generation mode according to the current temperature of the power battery comprises: in a case where the current temperature is less than or equal to a preset temperature threshold, taking the first heat generation mode as the current heat generation mode; in a case where the current temperature is greater than the preset temperature threshold, taking the second heat generation mode as the current heat generation mode.

4. The method of claim 2, wherein, the method further comprises: in a case where it is determined that an emergency heating instruction is received, determining that the current heating working condition is the emergency heating working condition of the passenger compartment; in a case where it is determined that the emergency heating instruction is not received, if a heating request of a designated component is received, determining that the current heating working condition is the designated component heating working condition.

5. The method of claim 1, wherein, the determining of the target direct-axis current and the target quadrature-axis current according to the first heating requirement amount and the current rotating speed comprises: determining a target driving heat generation curve according to the current rotating speed, the target driving heat generation curve being used to represent a first functional relationship between a direct-axis current and a quadrature-axis current in a driving heat generation process under different torques; obtaining a target torque curve corresponding to a current torque, the target torque curve being used to represent a second functional relationship between the direct-axis current and the quadrature-axis current under the current torque; determining the target direct-axis current and the target quadrature-axis current corresponding to the first heating requirement amount according to the target driving heat generation curve and the target torque curve.

6. The method of claim 5, wherein, The target driving heat curve is determined according to the current rotating speed, and the target driving heat curve comprises: The first preset driving heat curve corresponding to the first heating demand and the second preset driving heat curve are determined from a plurality of preset driving heat curves, wherein the first preset driving heat curve and the second preset driving heat curve are located on two sides of an energy consumption optimal curve, and the energy consumption optimal curve is used to represent a third functional relationship between direct-axis current and quadrature-axis current under different torques when heat production is the least; In a case where the current rotating speed is less than a preset rotating speed threshold, the first preset driving heat curve is taken as the target driving heat curve; In a case where the current rotating speed is greater than or equal to the preset rotating speed threshold, the second preset driving heat curve is taken as the target driving heat curve.

7. The method of claim 5, wherein, The target direct-axis current and the target quadrature-axis current corresponding to the first heating demand are determined according to the target driving heat curve and the target torque curve, and the target direct-axis current and the target quadrature-axis current comprise: A target intersection point of the target driving heat curve and the target torque curve is determined; The target direct-axis current and the target quadrature-axis current are determined according to the direct-axis current and the quadrature-axis current corresponding to the target intersection point.

8. The method of claim 7, wherein, The target direct-axis current and the target quadrature-axis current are determined according to the direct-axis current and the quadrature-axis current corresponding to the target intersection point, and the target direct-axis current and the target quadrature-axis current comprise: A preset oscillation current frequency and a preset oscillation current amplitude are determined according to the first heating demand; The direct-axis current and the quadrature-axis current corresponding to the target intersection point are taken as reference direct-axis current and reference quadrature-axis current; The target direct-axis current and the target quadrature-axis current are determined according to the reference direct-axis current and the reference quadrature-axis current, the preset oscillation current frequency and the preset oscillation current amplitude.

9. The method of claim 1, wherein, The target direct-axis current and the target quadrature-axis current are determined according to the first heating demand and the current rotating speed, and the target direct-axis current and the target quadrature-axis current comprise: A current torque is obtained; The target direct-axis current and the target quadrature-axis current are determined from first preset relationship data according to the current torque, the first heating demand and the current rotating speed, and the first preset relationship data comprises direct-axis current and quadrature-axis current corresponding to different heating demands and rotating speeds under different torques.

10. The method of claim 1, wherein, The target direct-axis current and the target quadrature-axis current required for current heating are determined according to the current heating mode, and the target direct-axis current and the target quadrature-axis current comprise: In a case where the current heating mode is determined to be a first heating mode or a second heating mode, a battery heating demand is determined according to a current temperature of a power battery, and a specified heating demand of a specified component is obtained; The target direct-axis current and the target quadrature-axis current required for current heating are determined according to the battery heating demand, the specified heating demand and the current rotating speed.

11. The method of claim 10, wherein, The target direct-axis current and the target quadrature-axis current required for current heating are determined according to the battery heating demand, the specified heating demand and the current rotating speed, and the target direct-axis current and the target quadrature-axis current comprise: A sum of the battery heating demand and the specified heating demand is taken as a second heating demand; The target direct-axis current and the target quadrature-axis current are determined according to the second heating demand and the current rotating speed.

12. The method of claim 11, wherein, The target direct-axis current and the target quadrature-axis current are determined according to the second heating demand and the current rotating speed, and the target direct-axis current and the target quadrature-axis current comprise: In a case where it is determined that the current heat generation mode is the first heat generation mode, a current cross-axis current and an oscillating current frequency and an oscillating current amplitude to be used corresponding to the second heating demand are obtained; The target direct-axis current and the target cross-axis current are determined according to the oscillating current frequency to be used, the oscillating current amplitude to be used and the current cross-axis current.

13. The method of claim 11, wherein, The target direct-axis current and the target cross-axis current are determined according to the second heating demand and the current rotating speed, and the method comprises the following steps of: The target direct-axis current and the target cross-axis current are determined according to the second heating demand and the current rotating speed from second preset relationship data, wherein the second preset relationship data is used to represent that, in the first heat generation mode, different heating demands and rotating speeds corresponding to different torques correspond to different cross-axis currents and direct-axis currents.

14. The method of claim 11, wherein, The target direct-axis current and the target cross-axis current are determined according to the second heating demand and the current rotating speed, and the method comprises the following steps of: In a case where it is determined that the current heat generation mode is the second heat generation mode, a target intersection point of a target torque curve corresponding to the current torque and a target driving heat curve corresponding to the current rotating speed is determined. A reference cross-axis current corresponding to the target intersection point is taken as the target cross-axis current, and a reference direct-axis current corresponding to the target intersection point is taken as the target direct-axis current.

15. The method of claim 11, wherein, The target direct-axis current and the target cross-axis current are determined according to the second heating demand and the current rotating speed, and the method comprises the following steps of: In a case where it is determined that the current heat generation mode is the second heat generation mode, the target direct-axis current and the target cross-axis current are determined according to the second heating demand and the current rotating speed from third preset relationship data, wherein the third preset relationship data is used to represent that, in the second heat generation mode, different heating demands and rotating speeds corresponding to different torques correspond to different cross-axis currents and direct-axis currents.

16. The method of claim 2, wherein, The method further comprises: In a case where it is determined that the current heating condition is the passenger compartment emergency heating condition, the method further comprises the following step of:

17. A heating control device, characterized by The device comprises: An obtaining module configured to, in response to receiving a heating start instruction, obtain a current heating condition and a current rotating speed of a motor in a vehicle, wherein the current heating condition is used to represent different heating demands of the vehicle; A first determining module configured to determine a current heat generation mode of the vehicle according to the current heating condition and the current rotating speed, wherein the current heat generation mode is a first heat generation mode and / or a second heat generation mode, the first heat generation mode is a heat generation mode in which a current oscillates in a preset range, and the second heat generation mode is a heat generation mode in which, in a case where an output torque is unchanged, a combined current vector amplitude of a cross-axis current and a direct-axis current is increased; A second determining module configured to determine a target direct-axis current and a target cross-axis current required for current heating according to the current heat generation mode; A control module configured to control vehicle heating according to the target direct-axis current and the target cross-axis current. The second determining module is further configured to, when the current heat production mode is the first heat production mode and the second heat production mode, acquire a first heating demand in a current passenger compartment; and determine the target direct-axis current and the target quadrature-axis current according to the first heating demand and the current rotating speed.

18. A vehicle characterized by comprising: The method comprises the following steps: a memory having stored thereon a computer program; a processor configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1-16.

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