Motor control method, device, equipment and system

Abstract

The present application discloses a motor control method, device, equipment and system, which relates to the field of vehicle control technology and aims to solve the problem of motor jitter that may occur when the motor is running. The method includes: determining an anti-shake parameter including a proportional coefficient, the proportional coefficient is used to characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque, and generating a motor drive signal based on the motor heating current value and the anti-shake parameter. The motor drive signal is used to drive the motor to run, and the motor heating current value is the current value for heating the battery assembly of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment and system for controlling a motor. Background Art

[0002] With the rapid popularization of electric vehicles, their application scenarios are becoming increasingly extensive. The core of electric vehicles lies in battery components. Therefore, the charging and discharging efficiency of automotive battery components is an area that automobile manufacturers are currently focusing on research and development.

[0003] In the related art, in order to improve the charging and discharging efficiency of the battery assembly in a low temperature environment, a solution of using a motor to heat the battery assembly is proposed. Specifically, when the motor is running, the current will flow through the coil inside the motor, and the thermal effect of the current will cause the motor coil to generate heat. At this time, the heat generated by the motor coil can be transferred to the battery assembly package to increase the temperature of the battery assembly, thereby improving the charging and discharging capacity of the battery assembly.

[0004] However, when a motor is used to heat a battery assembly, as the heating power output by the motor increases, the magnetic field of the motor may be distorted, causing the motor to vibrate, and may even cause the motor to fail to operate normally. Summary of the invention

[0005] The purpose of the present application is to provide a motor control method, device, equipment and system, aiming to solve the problem of motor jitter that may occur when the motor is running.

[0006] In order to achieve the above objectives, this application adopts the following technical solutions:

[0007] The present application provides a method for controlling a motor, the method comprising: determining anti-shake parameters including a proportional coefficient, the proportional coefficient being used to characterize the proportional relationship between motor speed fluctuation and motor anti-shake torque, generating a motor drive signal based on a motor heating current value and the anti-shake parameters, generating a motor drive signal for driving the motor to operate, the motor heating current value being a current value for heating a battery assembly of a vehicle.

[0008] The motor heating current value may include a quadrature-axis current value and a direct-axis current value.

[0009] The control method of the motor provided in the embodiment of the present application, since the motor may shake when the output torque is too large or the output torque is not smooth, the present application can first determine the anti-shake parameters including the proportional coefficient. Since the proportional coefficient can characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque during the motor rotation process, the anti-shake torque for suppressing the motor shake during the motor rotation process can be obtained, so that the motor drive signal generated based on the motor heating current value and the anti-shake parameters can avoid the motor shaking on the basis of driving the motor to heat the battery assembly.

[0010] In some embodiments, the above-mentioned proportionality coefficient is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heated.

[0011] The motor position value may be a position value of a motor rotor.

[0012] Based on this, the present application can calibrate different proportional coefficients for different motor heating current values ​​and motor position values, so that the corresponding proportional coefficient can be quickly matched according to the motor heating current value and motor position value obtained in real time.

[0013] In some embodiments, the above-mentioned generation of a motor drive signal based on the motor heating current value and the anti-shake parameter includes: based on the proportional coefficient, converting the motor speed fluctuation into the motor anti-shake torque, the motor anti-shake torque is used to suppress the motor vibration, and generating the motor drive signal based on the motor heating current value and the motor anti-shake torque.

[0014] Based on this, the present application can use the proportional coefficient corresponding to the real-time heating current value and heating position value of the motor to convert the motor speed fluctuation into the motor anti-shake torque to ensure that the determined motor anti-shake torque matches the anti-shake torque actually required at present.

[0015] In some embodiments, the above-mentioned conversion of the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient includes: taking the product of the motor speed fluctuation and the proportional coefficient as the motor anti-shake torque.

[0016] In some embodiments, the anti-shake parameters further include a filter cutoff frequency, and the filter cutoff frequency is obtained by pre-calibration according to the motor heating current value and the motor position value during motor heating.

[0017] Based on this, the present application can calibrate different filter cutoff frequencies for different motor heating current values ​​and motor position values, so that the corresponding filter cutoff frequency can be quickly matched according to the motor heating current value and motor position value obtained in real time.

[0018] In some embodiments, when the above-mentioned anti-shake parameters also include the filter cutoff frequency, the motor control method provided in the embodiment of the present application may also include: filtering the motor speed according to the filter cutoff frequency, and extracting the motor speed fluctuation, the motor speed fluctuation being the difference between the average speed of the motor and the preset speed.

[0019] Based on this, before using the proportional coefficient for torque conversion, the present application can first filter the motor speed according to the filter cutoff frequency to eliminate invalid parameters in the motor speed, and then extract the speed fluctuation of the filtered motor speed, thereby improving the accuracy of the extracted speed fluctuation.

[0020] In some embodiments, the anti-shake parameters further include an anti-shake torque limit range, and the anti-shake torque limit range is obtained by pre-calibration based on the motor heating current value and the motor position value during motor heating.

[0021] Based on this, the present application can calibrate different anti-shake torque limit ranges for different motor heating current values ​​and motor position values, so that the corresponding anti-shake torque limit range can be quickly matched according to the motor heating current value and motor position value obtained in real time.

[0022] In some embodiments, when the above-mentioned anti-shake parameters also include an anti-shake torque limit range, the above-mentioned generation of a motor drive signal based on the motor heating current value and the motor anti-shake torque may include: limiting the motor anti-shake torque according to the anti-shake torque limit range to obtain the motor anti-shake torque after limiting, the motor anti-shake torque after limiting is within the anti-shake torque limit range, and generating a motor drive signal according to the motor heating current value and the motor anti-shake torque after limiting.

[0023] Based on this, after using the proportional coefficient to convert the torque, the present application can also limit the motor anti-shake torque so that the final anti-shake torque is within the anti-shake torque limit range, thereby avoiding excessive anti-shake torque causing additional vibration of the motor.

[0024] In some embodiments, when the above-mentioned anti-shake torque limit range includes a maximum anti-shake torque value and a minimum anti-shake torque value, the above-mentioned anti-shake torque of the motor is limited according to the anti-shake torque limit range to obtain the anti-shake torque of the motor after limiting, including: when the motor anti-shake torque is greater than the maximum anti-shake torque value, or the motor anti-shake torque is less than the minimum anti-shake torque value, the motor anti-shake torque is adjusted to within the anti-shake torque limit range to obtain the anti-shake torque of the motor after limiting.

[0025] In some embodiments, the above-mentioned generation of a motor drive signal based on the motor heating current value and the motor anti-shake torque after limiting includes: determining the motor anti-shake current value corresponding to the motor anti-shake torque after limiting, superimposing the motor anti-shake current value and the motor heating current value to obtain the motor drive current value, converting the motor drive current value to obtain a three-phase drive voltage, and pulse width modulating the three-phase drive voltage to obtain a motor drive signal.

[0026] Based on this, after obtaining the motor anti-shake torque for preventing motor jitter, the present application can superimpose the current value corresponding to the motor anti-shake torque and the motor heating current value to obtain the final driving current value, so as to avoid motor jitter on the basis of heating the vehicle battery assembly.

[0027] In some embodiments, the motor control method provided in the embodiments of the present application may further include: obtaining a motor heating current value, and obtaining a motor position value when the motor is heated.

[0028] In some embodiments, the above-mentioned acquisition of the motor heating current value includes: when a heating instruction is received, acquiring the motor heating power corresponding to the heating instruction, the heating instruction is used to instruct the motor to heat the battery assembly, and determining the motor heating current value based on the motor heating power and the motor coil resistance.

[0029] Based on this, in the heating scenario, since the obtained motor heating power is all used to heat the battery assembly, the heating current value can be quickly calculated directly based on the heating power and the motor resistance.

[0030] In some embodiments, the above-mentioned acquisition of the motor heating current value includes: when a non-heating instruction is received, acquiring the non-heating power corresponding to the non-heating instruction, converting the non-heating power into a non-heating current value, and using the non-heating current value as the motor heating current value.

[0031] Based on this, in the non-heating scenario, the present application needs to convert the acquired non-heating power to obtain the non-heating current value first. At this time, since the current flowing through the motor is the same, the non-heating current value can be directly used as the motor heating current value, thereby realizing accurate acquisition of the motor heating current value in various scenarios.

[0032] In some embodiments, when the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; or, when the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; or, when the non-heating instruction is a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

[0033] In some embodiments, the above-mentioned acquisition of the motor position value when the motor is heated includes: when a heating instruction is received, determining the initial motor position value first acquired by the sensor as the motor position value when the motor is heated; or, when a non-heating instruction is received, acquiring the motor position value when the motor is heated in real time through the sensor.

[0034] Based on this, the present application reduces system energy consumption by locking the motor position value obtained for the first time in the heating scenario, without the need for real-time acquisition; and in the non-heating scenario, the motor position value when the motor is heated is obtained in real time to ensure the timeliness of the motor position value when the motor is heated.

[0035] In some embodiments, the motor drive signal includes a forward drive signal and a reverse drive signal, the forward drive signal is used to drive the motor to accelerate, and the reverse drive signal is used to drive the motor to decelerate.

[0036] Based on this, the present application can achieve the purpose of accelerating and decelerating the vehicle by controlling the output direction of the motor drive signal, thereby improving the flexibility of motor control.

[0037] The present application provides a control device for a motor, which includes: a determination unit and a generation unit, wherein: the above-mentioned determination unit is used to determine anti-shake parameters, and the anti-shake parameters include a proportional coefficient, and the proportional coefficient is used to characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque; the above-mentioned generation unit is used to generate a motor drive signal based on the motor heating current value and the anti-shake parameter, and the motor drive signal is used to drive the motor to operate, and the heating current value is the current value for heating the battery assembly of the vehicle.

[0038] In some embodiments, the above-mentioned proportionality coefficient is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heated.

[0039] In some embodiments, the above-mentioned generating unit is specifically used to: convert the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient, the motor anti-shake torque is used to suppress the motor vibration, and generate the motor drive signal based on the motor heating current value and the motor anti-shake torque.

[0040] In some embodiments, the generating unit is specifically used to take the product of the motor speed fluctuation and the proportional coefficient as the motor anti-shake torque.

[0041] In some embodiments, the anti-shake parameters further include a filter cutoff frequency, and the filter cutoff frequency is obtained by pre-calibration according to the motor heating current value and the motor position value during motor heating.

[0042] In some embodiments, the control device of the motor provided in the embodiments of the present application may also include a processing unit, wherein: the above-mentioned processing unit is used to filter the motor speed according to the filter cutoff frequency, and extract the motor speed fluctuation, and the motor speed fluctuation is the difference between the average speed of the motor and the preset speed.

[0043] In some embodiments, the anti-shake parameters further include an anti-shake torque limit range, and the anti-shake torque limit range is obtained by pre-calibration based on the motor heating current value and the motor position value during motor heating.

[0044] In some embodiments, the above-mentioned generating unit is specifically used to: limit the motor anti-shake torque according to the anti-shake torque limit range, obtain the motor anti-shake torque after limiting, the motor anti-shake torque after limiting is within the anti-shake torque limit range, and generate a motor drive signal according to the motor heating current value and the motor anti-shake torque after limiting.

[0045] In some embodiments, the above-mentioned anti-shake torque limit range includes a maximum anti-shake torque value and a minimum anti-shake torque value; the above-mentioned generation unit is specifically used to adjust the motor anti-shake torque to within the anti-shake torque limit range when the motor anti-shake torque is greater than the maximum anti-shake torque value, or the motor anti-shake torque is less than the minimum anti-shake torque value, so as to obtain the motor anti-shake torque after limiting.

[0046] In some embodiments, the above-mentioned generation unit is specifically used to: determine the motor anti-shake current value corresponding to the motor anti-shake torque after limiting, superimpose the motor anti-shake current value and the motor heating current value to obtain the motor drive current value, convert the motor drive current value to obtain a three-phase drive voltage, perform pulse width modulation on the three-phase drive voltage, and obtain a motor drive signal.

[0047] In some embodiments, the motor control device provided in the embodiments of the present application further includes: an acquisition unit, wherein: the above-mentioned acquisition unit is used to obtain the motor heating current value and the motor position value when the motor is heated.

[0048] In some embodiments, the above-mentioned acquisition unit is specifically used to: when receiving a heating instruction, obtain the motor heating power corresponding to the heating instruction, the heating instruction is used to instruct the motor to heat the battery assembly, and determine the motor heating current value based on the motor heating power and the motor coil resistance.

[0049] In some embodiments, the above-mentioned acquisition unit is specifically used to: when a non-heating instruction is received, acquire the non-heating power corresponding to the non-heating instruction, convert the non-heating power into a non-heating current value, and use the non-heating current value as the motor heating current value.

[0050] In some embodiments, when the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; or, when the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; or, when the non-heating instruction is a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

[0051] In some embodiments, the above-mentioned acquisition unit is specifically used to: when a heating instruction is received, determine the initial motor position value first acquired by the sensor as the motor position value when the motor is heated; or, when a non-heating instruction is received, acquire the motor position value when the motor is heated in real time through the sensor.

[0052] In some embodiments, the motor drive signal includes a forward drive signal and a reverse drive signal, the forward drive signal is used to drive the motor to accelerate, and the reverse drive signal is used to drive the motor to decelerate.

[0053] The present application provides an electronic device, comprising: a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the motor control method described above.

[0054] The present application provides a motor system, including a motor assembly and the electronic device described above, wherein the motor assembly includes a motor controller and a motor.

[0055] The present application provides an energy conversion system, including a battery assembly and the motor system described above, wherein the motor system and the battery assembly form a heating loop, and the battery assembly includes a first battery pack and a second battery pack;

[0056] In some embodiments, the energy conversion system further includes a first switch, the motor controller includes a plurality of bridge arms, each bridge arm includes two power switch units, the two ends of the motor controller are respectively connected to the first pole and the second pole of the battery assembly, the motor includes a plurality of coils, the first end of each coil is connected to the midpoint of a bridge arm, one end of the first switch is connected to the second end of at least one coil, and the other end of the first switch is electrically connected to the connection point between the first battery pack and the second battery pack.

[0057] The present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the motor control method described above.

[0058] The present application provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal, the terminal executes the motor control method described above.

[0059] The present application provides a computer program product including instructions, and when a computer executes the instructions, the computer executes the motor control method described above.

[0060] The present application provides a chip, which includes a processor and a communication interface, wherein the communication interface and the processor are coupled, and the processor is used to run a computer program or instruction to implement the motor control method described above.

[0061] Specifically, the chip provided in the embodiment of the present application also includes a memory for storing computer programs or instructions. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0063] Figure 1 A structural diagram of a motor system provided in an embodiment of the present application;

[0064] Figure 2 A circuit structure topology diagram of an energy conversion system provided in an embodiment of the present application;

[0065] Figure 3 A method flow chart of a motor control method provided in an embodiment of the present application;

[0066] Figure 4 A structural diagram of a motor control device provided in an embodiment of the present application;

[0067] Figure 5 A structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0068] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0069] In the description of this application, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside", etc. indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on this application. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is met.

[0070] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0071] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0072] In some embodiments, the term "comprises," "comprising," or any other variation thereof is intended to encompass non-exclusive inclusion, such that a process, article, or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, article, or device that includes the element.

[0073] In some embodiments, the words "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0074] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0075] At present, the core technology of electric vehicles lies in the energy efficiency of battery components. Due to the inherent characteristics of lithium-ion battery components, charging and discharging battery components at appropriate temperatures can improve their charging and discharging efficiency and extend the battery life. However, in low temperature environments, the battery's charging and discharging capabilities will be greatly reduced, seriously affecting the use of electric vehicles in cold areas. For example, electric vehicles will charge slowly and have shorter battery life in winter. Therefore, how to improve the performance of lithium-ion batteries at low temperatures is a key issue that needs to be solved urgently.

[0076] In the related art, a method of using a motor or electric drive system as a heating device to heat the battery assembly is proposed. This method drives the motor to operate and uses the thermal effect of the current to heat the battery assembly by generating heat when the current flows through the motor coil, thereby increasing the temperature of the battery assembly and improving the energy efficiency of the battery assembly. However, as the heating power output by the motor increases, the magnetic field of the motor will cause the motor or electric drive system to shake due to magnetic field distortion, and may even cause the motor to fail to operate normally.

[0077] In this context, in order to solve the problem of motor jitter that may occur when the motor is running in the related technology, the present application provides a motor control method, device, equipment and system. The implementation method of the embodiment of the present application is described in detail below in conjunction with the drawings in the specification.

[0078] In some embodiments, the scenarios of heating the battery assembly can be divided into the following two scenarios.

[0079] Scenario 1: Charging and heating scenario. In this scenario, the heating stage can be divided into the following three stages: The first stage is mainly heating, supplemented by charging. In this stage, due to the low temperature of the battery components and weak charging capacity, the heating power is controlled to be maximum to increase the battery temperature. In the second stage, as the temperature of the battery components rises, the charging power of the battery components continues to increase, the charging current continues to increase, and the heating power is controlled to decrease. In the third stage, after the battery temperature is high, the charging power reaches the maximum power and the heating power is reduced.

[0080] Scenario 2: Drive heating scenario. In this scenario, the heating stage can be divided into the following three stages: The first stage is mainly heating, supplemented by driving. In this stage, the battery temperature is low and the battery output power is small. The car is driven at a limited driving power. At this time, the motor is controlled to output the maximum heating power to increase the battery component temperature. In the second stage, as the battery component temperature rises, the discharge capacity of the battery component continues to increase, and the driving power increases as the discharge capacity of the battery component increases. In the third stage, when the battery temperature is high, the motor is controlled to output the maximum driving power and reduce the output of the heating power.

[0081] like Figure 1, which is a structural diagram of a motor system provided in an embodiment of the present application. The motor system 100 includes a battery assembly 110 , a drive motor 120 , a motor controller 130 and a charge and discharge interface 140 .

[0082] The battery assembly 110 is connected to a load, and the load connected to the battery assembly 110 includes a drive motor 120 . A motor controller 130 is connected between the battery assembly 110 and the drive motor 120 , and the motor controller 130 is connected to a charge and discharge interface 140 .

[0083] For example, the battery assembly 110 may include one or more battery packs, and multiple (two or more) battery packs are sequentially connected to form a battery assembly. The types of battery packs include but are not limited to ternary lithium batteries or lithium iron phosphate batteries.

[0084] In some embodiments, the battery assembly 110 is configured to provide electrical energy to a load connected thereto. The drive motor 120 is configured to convert the electrical energy provided by the battery assembly 110 into driving force to drive the vehicle.

[0085] In some embodiments, the battery assembly 110 is a DC voltage source configured to provide DC current. When the drive motor 120 is an AC drive motor, the electric energy released by the battery assembly 110 is first converted into power (DC current is converted into AC current) and then provided to the AC drive motor.

[0086] Exemplarily, a first terminal of the motor controller 130 is connected to the positive electrode of the battery assembly 110, a second terminal of the motor controller 130 is connected to the negative electrode of the battery assembly 110, and a third terminal of the motor controller 130 is connected to the first terminal of the AC drive motor. The motor controller 130 is configured to convert the direct current provided by the battery assembly 110 into an alternating current, and transmit the converted alternating current to the AC drive motor.

[0087] The AC drive motor includes multiple groups of winding coils, and the first end of each group of winding coils is connected to the first end of the AC drive motor. The motor controller 130 includes multi-phase bridge arms connected in parallel, and each phase bridge arm is connected between the first end and the second end of the motor controller 130; the first end of each phase bridge arm is connected to the first end of the motor controller 130, the second end of each phase bridge arm is connected to the second end of the motor controller 130, and the third end of each phase bridge arm is connected to the first end of a group of winding coils, and the second end of each group of winding coils is connected to the second end of the AC drive motor.

[0088] In some embodiments, electric energy can be transmitted to the battery assembly 110 through an external power source to charge the battery assembly 110. The external power source can be an AC power source or a DC power source. Some embodiments of the present application are described by taking the external power source as a DC power source as an example.

[0089] Exemplarily, the DC power source may be a DC charging pile or a DC energy storage power source (such as a battery pack in a mobile charging vehicle, an energy storage device, or another means of transportation).

[0090] In some embodiments, the external power source can be used as an electric energy output terminal to transmit electric energy to the battery assembly 110 through the charge and discharge interface 140 to charge the battery assembly 110. Accordingly, the battery assembly 110 can also provide its stored electric energy to the external power source through the charge and discharge interface 140 to achieve external discharge of the battery assembly 110.

[0091] like Figure 2 As shown, a circuit structure topology diagram of an energy conversion system provided in an embodiment of the present application is shown. The circuit structure topology diagram includes a battery assembly, a capacitor C1, a capacitor C2, a motor controller, a drive motor, a charge and discharge interface, a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a fifth switch K5, and a sixth switch K6.

[0092] The battery assembly includes battery packs E1 and E2; the motor controller includes multiple power switch units (power switch units S1 to S6). The multiple power switch units include multiple first power switch units (S1, S3, and S5 are all first power switch units) and multiple second power switch units (S2, S4, and S6 are all second open-source components).

[0093] In some embodiments, in combination Figure 2 , the current on the N line of the motor can be determined by measuring the current on the three phases of the AC drive motor. Specifically, the direction of the current flowing into the AC drive motor is positive, and IL1+IL2+IL3+iN=0 is satisfied. Current sensors can be installed in at least three of IL1, IL2, IL3, and iN to obtain the current value. For example, the currents IL1, IL2, and IL3 are collected, and the current iN on the N line is calculated by iN= -IL1-IL2-IL3. U1 is the voltage on capacitor C1, U2 is the voltage on capacitor C2, and i1 is the total current flowing from the battery assembly to the motor controller. The duty cycles of the upper and lower bridge arms are complementary, and a certain dead time is reserved.

[0094] In some embodiments, the first end of the first power switch unit S1 / S3 / S5 is connected to the first end of the motor controller, the second end of the first power switch unit S1 / S3 / S5 is connected to the first end of the corresponding second power switch unit S2 / S4 / S6, and the second end of the second power switch unit S2 / S4 / S6 is connected to the second end of the motor controller. The connection node between the second end of the first power switch unit S1 / S3 / S5 and the first end of the corresponding second power switch unit S2 / S4 / S6 is the third end of the motor controller. The first end of each group of winding coils of the AC drive motor is connected to the connection node of the first power switch unit S1 / S3 / S5 and the second power switch unit S2 / S4 / S6 of a phase bridge arm.

[0095] Exemplarily, the motor controller may be an inverter. The AC drive motor may be a three-phase AC drive motor, and the motor controller may be a three-phase inverter. Some embodiments of the present application are described below by taking the AC drive motor as a three-phase AC drive motor and the motor controller as a three-phase inverter as an example.

[0096] In some embodiments, the three-phase AC drive motor includes three sets of winding coils, such as Figure 2 As shown, the AC drive motor includes a first winding coil L1, a second winding coil L2 and a third winding coil L3. The three-phase inverter includes a three-phase bridge arm, such as Figure 2 As shown, the motor controller includes a first bridge arm, a second bridge arm and a third bridge arm.

[0097] The first bridge arm of the motor controller includes a first power switch unit S1 and a second power switch unit S2, and the first end of the first winding coil L1 of the AC drive motor is connected between the first power switch unit S1 and the second power switch unit S2. The second bridge arm of the motor controller includes a first power switch unit S3 and a second power switch unit S4, and the first end of the second winding coil L2 of the AC drive motor is connected between the first power switch unit S3 and the second power switch unit S4. The third bridge arm of the motor controller includes a first power switch unit S5 and a second power switch unit S6, and the third winding coil L3 of the AC drive motor is connected between the first power switch unit S5 and the second power switch unit S6.

[0098] Exemplarily, the power switching unit includes an insulated gate bipolar transistor (IGBT) and a diode, the first end of the diode is connected to the second end of the IGBT, the second end of the diode is connected to the first end of the IGBT, the first end of the IGBT and the second end of the diode are both connected to the first end of the motor controller, and the second end of the IGBT and the first end of the diode are both connected to the second end of the motor controller.

[0099] When the IGBT is turned on, the first end of the IGBT is turned on to the second end, and in other cases, the IGBT is regarded as an open circuit; the first end of the diode is turned on to the second end, and the second end of the diode is cut off to the first end (regarded as an open circuit); and in each power switch unit, the IGBT and the diode are turned on in time.

[0100] Exemplarily, the motor controller can control the conduction direction of the power switch unit by controlling the on and off of the IGBT and the diode. When the IGBT is turned on and the diode is turned off, the power switch unit is turned on from the first end to the second end; when the IGBT is turned off and the diode is turned on, the power switch unit is turned on from the second end to the first end.

[0101] In some embodiments, the following four vehicle operating conditions can be switched by the closing and opening states of the first switch K1 to the sixth switch K6 .

[0102] 1) Closing the second switch K2 and the third switch K3 can switch the vehicle to the driving condition, the driving inefficient heating condition and the parking inefficient heating condition.

[0103] In an optional implementation, the second switch K2 and the third switch K3 are closed, and the vehicle switches to the driving condition, or the driving inefficient heating condition, or the parking inefficient heating condition, the current will flow out from the positive electrode of the battery assembly, flow through the third switch K3, and then flow through any power switch unit (such as the first power switch unit S1) among the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5, and then flow through the first winding coil L1, and then through the second winding coil L2, the second power switch unit S4, and flow through the third winding coil L3, the second power switch unit S6, and then flow through the second switch K2 and flow into the negative electrode of the battery assembly.

[0104] In another optional implementation, the second switch K2 and the third switch K3 are closed, and the vehicle switches to the driving condition, or the driving inefficient heating condition, or the parking inefficient heating condition, and the current flows out from the positive electrode of the battery assembly, flows through the third switch K3, and then flows through any two power switch units (such as the first power switch unit S1 and the first power switch S3) among the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5, and then flows through the first winding coil L1, the second winding coil L2, and then flows into the negative electrode of the battery assembly through the third winding coil L3, the second power switch unit S6, and the second switch K2.

[0105] It should be noted that the difference between the above-mentioned driving inefficient heating condition and the parking inefficient heating condition lies in whether the vehicle is in a driving state.

[0106] 2) Closing the first switch K1, the second switch K2 and the third switch K3 can switch the vehicle to the self-heating state.

[0107] In some embodiments, when the vehicle switches to the self-heating mode, the battery pack E1 and the battery pack E2 serve as a discharge power source and a charging power source for each other.

[0108] In an optional implementation, the battery pack E1 is used as a discharge power source and the battery pack E2 is used as a charging power source. At this time, the first switch K1 and the third switch K3 are closed, the battery pack E1 charges the battery pack E2, the current flows out from the positive electrode of the battery pack E1, flows through the third switch K3, the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5 into the drive motor, and then flows through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the drive motor, and then after merging, flows through the first switch K1 into the negative electrode of the battery pack E1; then the third switch K3 is disconnected, and the second switch K2 is closed, the current flows out from the drive motor, flows through the first switch K1, flows in from the positive electrode of the battery pack E2, charges the battery pack E2, and then flows out from the negative electrode of the battery pack E2, flows through the second switch K2, the second power switch unit S2, the second power switch unit S4, and the second power switch unit S6, and flows into the drive motor.

[0109] In another optional implementation, the battery pack E2 is used as a discharge power source and the battery pack E1 is used as a charging power source. At this time, the first switch K1 and the second switch K2 are closed, and the battery pack E2 charges the battery pack E1. The current flows out from the positive electrode of the battery pack E2, flows through the first switch K1, flows into the drive motor, and then flows through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the drive motor, and then flows through the second power switch unit S2, the second power switch unit S4, and the second power switch unit S6. After merging, it flows through the second switch K2 and flows into the negative electrode of the battery pack E2; then the second switch K2 is disconnected, and the third switch K3 is closed. The current flows out from the drive motor, flows through the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5. After merging, it flows through the third switch K3 and flows from the positive electrode of the battery pack E1 to charge the battery pack E1, and then flows out from the negative electrode of the battery pack E1, flows through the first switch K1, and flows into the drive motor.

[0110] 3) Closing the second switch K2, the third switch K3, the fourth switch K4 and the sixth switch K6 can switch the vehicle to a normal charging state.

[0111] In some embodiments, when the vehicle switches to normal charging conditions, current will flow out from the positive pole of the charge and discharge interface, flow through the sixth switch K6 and the third switch K3 into the battery assembly to charge the battery assembly, and then flow through the second switch K2 and the fourth switch K4 into the negative pole of the charge and discharge interface.

[0112] 4) The second switch K2, the third switch K3, the fourth switch K4 and the fifth switch K5 are closed to switch the vehicle to the boost charging state.

[0113] In some embodiments, when the vehicle switches to the boost charging mode, the charging process includes two stages: a boost stage and a charging stage.

[0114] In some embodiments, the boost phase can be achieved in the following two ways:

[0115] Implementation method 1: Close the fourth switch K4 and the fifth switch K5 and switch to the boost stage. At this time, the current will flow out from the positive pole of the charge and discharge interface, flow through the fifth switch K5 into the drive motor, and then flow through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the drive motor, and then flow through the second power switch unit S2, the second power switch unit S4, and the second power switch unit S6, and then flow through the fourth switch K4 after merging and flow into the negative pole of the charge and discharge interface.

[0116] Implementation method 2: Close the second switch K2, the third switch K3, the fourth switch K4 and the fifth switch K5, and switch to the boost stage. At this time, the current will flow out from the positive pole of the charge and discharge interface, flow through the fifth switch K5 into the drive motor, and then flow through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the drive motor, and then flow through the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5. After merging, it flows through the third switch K3, the battery assembly, the second switch K2, and the fourth switch K4, and flows into the negative pole of the charge and discharge interface.

[0117] In some embodiments, after the boost stage is completed, the second switch K2, the third switch K3, the fourth switch K4 and the fifth switch K5 are closed to switch to the charging stage. At this time, the current will flow out from the positive pole of the charge and discharge interface, flow through the fifth switch K5 and flow into the drive motor. The voltage of the charge and discharge interface and the voltage of the drive motor are connected in series for boosting. Then the current flows through the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5 respectively, and after merging, flows through the third switch K3 and flows into the battery assembly to charge the battery assembly, and then flows through the second switch K2 and the fourth switch K4 and flows into the negative pole of the charge and discharge interface.

[0118] For example, the rated voltage of the battery assembly is 800V, and the supply voltage provided by the external power supply is 400V. In this case, since the supply voltage of the external power supply is lower than the rated voltage of the battery assembly, the external power supply cannot directly power the battery assembly to charge the battery assembly. It is necessary to charge the coils in the drive motor through a boost stage so that the total voltage of the coils of the drive motor is 400V. Then, in the charging stage, the supply voltage of 400V provided by the external power supply and the total voltage of 400V of the coils of the drive motor are connected in series and boosted to 800V, and the battery assembly is charged with the boosted supply voltage of 800V.

[0119] In this way, by switching the closed and open states of each switch, the operating conditions of the vehicle can be flexibly switched, enriching the applicable scenarios of the motor control method provided in the embodiment of the present application.

[0120] Combine the following Figure 1 and Figure 2 , refer to the following Figure 3 The control method of the motor provided in the embodiment of the present application is described.

[0121] Figure 3 This is a method flow chart of a method for controlling a motor provided in an embodiment of the present application. The subject executing the method may be a vehicle controller or various devices / modules in the vehicle controller, such as an integrated circuit or a chip, and the embodiment of the present application does not make any specific limitation on this.

[0122] For example, Figure 3 As shown, the motor control method provided in the embodiment of the present application may include the following S301 and S302:

[0123] S301: Determine anti-shake parameters.

[0124] The anti-shake parameter may include a proportional coefficient, and the proportional coefficient is used to characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque.

[0125] In some embodiments, the proportionality coefficient corresponding to the motor heating current value and the motor position value during motor heating may be determined by pre-calibration.

[0126] Optionally, the anti-shake parameter may further include a filter cutoff frequency.

[0127] In some embodiments, the filter cutoff frequency may be a preset frequency. The filter cutoff frequency may suppress high-frequency noise in the motor speed signal, and the lower the filter cutoff frequency, the stronger the suppression capability.

[0128] In some embodiments, the filter cutoff frequency corresponding to the motor heating current value and the motor position value during motor heating can be determined by pre-calibration.

[0129] Optionally, the above anti-shake parameters may also include an anti-shake torque limit range.

[0130] In some embodiments, the anti-shake torque limit range includes a maximum anti-shake torque value and a minimum anti-shake torque value, and the anti-shake torque limit range is used to limit the motor anti-shake torque to be greater than the maximum anti-shake torque value, or to limit the motor anti-shake torque to be less than the minimum anti-shake torque value.

[0131] In some embodiments, the anti-shake torque limit range corresponding to the motor heating current value and the motor position value during motor heating can be determined by pre-calibration.

[0132] In some embodiments, the motor heating current value is the current value for heating the battery assembly of the vehicle. The motor heating current value is the current value flowing through the motor coil. When the current flows through the motor coil, due to the thermal effect of the current and the resistance of the motor coil, heat is generated to heat the battery assembly.

[0133] Exemplarily, the motor position value when the motor is heated may be the position value of the motor rotor. For example, the motor position value may be the deflection angle between the real-time position of the motor rotor and the original position of the motor rotor.

[0134] Optionally, the motor heating current value and the motor position value during motor heating can be obtained first, and then the filter cutoff frequency, proportional coefficient and anti-shake torque limit range can be determined according to the motor heating current value and the motor position value during motor heating by calibration table lookup method.

[0135] Exemplarily, a data table of motor operation can be maintained, as shown in Table 1, in which the motor heating current value, motor position value, filter cutoff frequency, proportional coefficient and anti-shake torque limit range of the motor in various operating states are stored. It should be noted that Table 1 only gives the motor heating current value, motor position value, filter cutoff frequency, proportional coefficient and anti-shake torque limit range under some operating states. In actual use, it can also include more or fewer motor heating current values, motor position values, filter cutoff frequencies, proportional coefficients and anti-shake torque limit ranges under operating states, and this application does not make specific restrictions on this.

[0136] Table 1

[0137] Anti-shake parameters Motor heating current value Motor position value Filter cutoff frequency Scale factor Anti-shake torque limit range 1 <![CDATA[I1]]> <![CDATA[θ1]]> <![CDATA[F1]]> <![CDATA[K1]]> <![CDATA[T1]]> 2 <![CDATA[I2]]> <![CDATA[θ2]]> <![CDATA[F2]]> <![CDATA[K2]]> <![CDATA[T2]]> 3 <![CDATA[I3]]> <![CDATA[θ3]]> <![CDATA[F3]]> <![CDATA[K3]]> <![CDATA[T3]]>

[0138] Specifically, the above data table includes anti-shake parameter 1, anti-shake parameter 2, and anti-shake parameter 3 as an example. Among them, anti-shake parameter 1 includes motor heating current value I1, motor position value θ1, filter cutoff frequency F1, proportional coefficient K1, and anti-shake torque limit range T1; anti-shake parameter 2 includes motor heating current value I2, motor position value θ2, filter cutoff frequency F2, proportional coefficient K2, and anti-shake torque limit range T2; anti-shake parameter 3 includes motor heating current value I3, motor position value θ3, filter cutoff frequency F3, proportional coefficient K3, and anti-shake torque limit range T3. If the motor heating current value obtained is the motor heating current value I2, and the motor position value when the motor is heated is the motor position value θ2, then the corresponding anti-shake parameter 2 can be determined from the above data table, and then the filter cutoff frequency F2, proportional coefficient K2, and anti-shake torque limit range T2 can be obtained.

[0139] S302 : Generate a motor drive signal based on the motor heating current value and the anti-shake parameter.

[0140] The motor driving signal is used to drive the motor to operate.

[0141] In some embodiments, the motor heating current value may include a first quadrature-axis current value and a first straight-axis current value, and the quadrature-axis current value is a current value for driving the motor to operate.

[0142] In some embodiments, the above-mentioned generation of the motor driving signal can be divided into the following three different implementation methods according to different parameters included in the anti-shake parameters.

[0143] Implementation method one: when the anti-shake parameters include a proportional coefficient, the above process of generating a motor drive signal based on the motor heating current value and the anti-shake parameters can first convert the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient, and then generate the motor drive signal based on the motor heating current value and the motor anti-shake torque.

[0144] Among them, the motor anti-shake torque is used to suppress motor shaking.

[0145] In some embodiments, the product of the motor speed fluctuation and the proportional coefficient may be used as the motor anti-shake torque.

[0146] For example, taking the proportional coefficient as 10, if the determined motor speed fluctuation is 50, the motor anti-shake torque can be calculated to be 10*50=500.

[0147] Implementation method 2: When the anti-shake parameters include the filter cutoff frequency and the proportional coefficient, the above process of generating the motor drive signal based on the motor heating current value and the anti-shake parameters can first filter the motor speed according to the filter cutoff frequency, and extract the motor speed fluctuation, and then convert the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient, and finally generate the motor drive signal based on the motor heating current value and the motor anti-shake torque.

[0148] The motor speed fluctuation is the difference between the average speed of the motor and the preset speed.

[0149] In some embodiments, a motor speed signal may be acquired, and the motor speed signal may be filtered using the determined filter cutoff frequency to remove high-frequency noise in the motor speed signal, and then the motor speed fluctuation may be extracted from the filtered motor speed signal.

[0150] Exemplarily, the motor speed signal includes a low-frequency part and a high-frequency part, the low-frequency part reflects the actual speed of the motor, and the high-frequency part reflects the mechanical vibration, electromagnetic interference and other factors of the motor. The filter cutoff frequency can be used to eliminate the high-frequency part of the motor speed signal and retain the low-frequency part. Then, an expected motor speed is set, and the acquired motor speed is compared with the expected motor speed to obtain the speed deviation as the motor speed fluctuation.

[0151] It should be noted that after obtaining the motor speed fluctuation according to the filter cutoff frequency, the subsequent step of determining the motor anti-shake torque according to the proportional coefficient can refer to the relevant description of the above-mentioned implementation method one, which will not be repeated here.

[0152] Implementation method three, when the anti-shake parameters include the filter cutoff frequency, the proportional coefficient and the anti-shake torque limit range, the above process of generating the motor drive signal based on the motor heating current value and the anti-shake parameters can first filter the motor speed according to the filter cutoff frequency, and extract the motor speed fluctuation, and then convert the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient, and then limit the motor anti-shake torque according to the anti-shake torque limit range to obtain the motor anti-shake torque after limiting, and finally generate the motor drive signal according to the motor heating current value and the motor anti-shake torque after limiting.

[0153] Among them, the motor anti-shake torque after limiting is within the anti-shake torque limit range.

[0154] It should be noted that the motor speed is filtered according to the filter cutoff frequency, and the motor speed fluctuation is extracted, and then based on the proportional coefficient, the motor speed fluctuation is converted into a detailed description of the motor anti-shake torque. Please refer to the relevant description of the above-mentioned implementation method 2, which will not be repeated here.

[0155] In some embodiments, when the motor anti-shake torque is greater than the maximum anti-shake torque, or the motor anti-shake torque is less than the minimum anti-shake torque, the motor anti-shake torque is adjusted to within the anti-shake torque limit range to obtain the motor anti-shake torque after limiting.

[0156] In a possible implementation, when the motor anti-shake torque is greater than the maximum anti-shake torque value, the motor anti-shake torque is reduced to within the anti-shake torque limit range to obtain the motor anti-shake torque after limiting.

[0157] For example, the maximum value of the anti-shake torque is 400. If the calculated motor anti-shake torque is 500, since the motor anti-shake torque is higher than the maximum value of the anti-shake torque, the motor anti-shake torque needs to be reduced to a value lower than the maximum value of the anti-shake torque (such as 380), and 380 is determined as the motor anti-shake torque after limiting.

[0158] In another possible implementation, when the motor anti-shake torque is less than the maximum anti-shake torque value, the motor anti-shake torque is amplified to within the anti-shake torque limit range to obtain the motor anti-shake torque after limiting.

[0159] For example, the minimum anti-shake torque value is 100. If the calculated motor anti-shake torque is 50, since the motor anti-shake torque is lower than the minimum anti-shake torque value, the motor anti-shake torque needs to be amplified to a value higher than the maximum anti-shake torque value (such as 120), and 120 is determined as the motor anti-shake torque after limiting.

[0160] Optionally, the motor anti-shake current value corresponding to the motor anti-shake torque after limiting can be determined first, the motor anti-shake current value and the motor heating current value can be superimposed to obtain the motor drive current value, the motor drive current value can be converted to obtain the three-phase drive voltage, the three-phase drive voltage can be pulse-width modulated to obtain the motor drive signal.

[0161] In some embodiments, the motor anti-shake current value may include a second quadrature-axis current value and a second direct-axis current value.

[0162] In some embodiments, a corresponding motor anti-shake current value may be determined according to the motor anti-shake torque after limiting by looking up a table.

[0163] Exemplarily, a data table of motor anti-shake torque can be maintained, as shown in Table 2. The data table stores the anti-shake current values ​​of the motor under various anti-shake torques. It should be noted that Table 2 only gives the anti-shake current values ​​under some anti-shake torques, and in actual use, it can also include more or less anti-shake current values ​​under anti-shake torques, and this application does not make specific limitations on this.

[0164] Table 2

[0165] Torque current entry Motor anti-shake torque Motor anti-shake current value 1 <![CDATA[T1]]> <![CDATA[I1]]> 2 <![CDATA[T2]]> <![CDATA[I2]]> 3 <![CDATA[T3]]> <![CDATA[I3]]>

[0166] Specifically, the above data table includes torque current entry 1, torque current entry 2, and torque current entry 3 as an example. Among them, torque current entry 1 includes motor anti-shake torque T1 and motor anti-shake current value I1; torque current entry 2 includes motor anti-shake torque T2 and motor anti-shake current value I2; torque current entry 3 includes motor anti-shake torque T3 and motor anti-shake current value I3. If the calculated motor anti-shake torque is motor anti-shake torque T3, the corresponding torque current entry 3 can be determined from the above data table, and then the motor anti-shake current value I3 can be obtained.

[0167] In some embodiments, the first cross-axis current value in the motor heating current value and the second cross-axis current value in the motor anti-shake current value can be superimposed, and the first direct-axis current value in the motor heating current value and the second direct-axis current value in the motor anti-shake current value can be superimposed to obtain a third cross-axis current value and a third direct-axis current value, and the third cross-axis current value and the third direct-axis current value are the motor driving current values.

[0168] For example, the first quadrature-axis current value is 5, the first direct-axis current value is 8, the second quadrature-axis current value is 3, and the second direct-axis current value is 4. Then, the first quadrature-axis current value and the second quadrature-axis current value can be added to obtain a third quadrature-axis current value of 5+3=8; the first direct-axis current value and the second direct-axis current value can be added to obtain a third direct-axis current value of 8+4=12.

[0169] In some embodiments, the motor driving current value may be converted into a three-phase driving voltage by a motor controller.

[0170] For example, taking the third quadrature axis current value as the d-axis current value and the third direct axis current value as the q-axis current value as an example, a coordinate system of the d-axis current value and the q-axis current value can be established, and the dq-axis coordinate system can be converted to a two-phase prohibited coordinate system (α-β axis coordinate system), and then the two current value components in the α-β axis coordinate system can be converted to three components with a phase difference of 120 degrees in the three-phase coordinate system, and then the three-phase current value can be converted to a three-phase drive voltage through a voltage equation.

[0171] In some embodiments, pulse width modulation (PWM) may be performed on the three-phase driving voltage to obtain a motor driving signal.

[0172] The motor driving signal may be a PWM signal, and the duty cycle of the PWM signal is proportional to the amplitude of the three-phase driving voltage.

[0173] Exemplarily, the three-phase drive voltage may be pulse-width modulated by setting the carrier frequency to generate a PWM signal.

[0174] In the motor control method provided in the embodiment of the present application, the motor may shake when the output torque is too large or the output torque is not smooth. Therefore, the present application can first determine the anti-shake parameters including the proportional coefficient. Since the proportional coefficient can characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque during the rotation of the motor, the anti-shake torque for suppressing the motor shake during the rotation of the motor can be obtained, so that the motor drive signal generated based on the motor heating current value and the anti-shake parameters can avoid the motor shaking on the basis of heating the battery assembly during the operation of the driving motor.

[0175] Optionally, the motor heating current value may be obtained based on an instruction sent by a controller of the vehicle, and the instruction may include a heating instruction or a non-heating instruction.

[0176] In an optional implementation, when a heating instruction is received, the motor heating power corresponding to the heating instruction is obtained, and the motor heating current value is determined according to the motor heating power and the motor coil resistance.

[0177] The heating instruction is used to instruct the motor to heat the battery pack, and the heating instruction carries the corresponding motor heating power. The motor heating power refers to the heat that needs to be generated when the energy conversion takes power from the battery pack or the power supply device connected to the charging and discharging port circuit through the motor coil.

[0178] In some embodiments, after receiving a heating instruction, the heating instruction can be parsed to obtain the motor heating power carried therein, and then the motor heating current value can be calculated based on a calculation formula of current, resistance, and heating power.

[0179] For example, the motor heating power is 500 watts (W) and the motor coil resistance is 20 ohms (Ω). The motor heating current value can be calculated as 5 amperes (A) by formula (I). Formula (I) is as follows:

[0180] Formula (I);

[0181] Among them, P is the motor heating power, I is the motor heating current value, and R is the motor coil resistance.

[0182] In another optional implementation, when a non-heating instruction is received, the non-heating power corresponding to the non-heating instruction is obtained, the non-heating power is converted into a non-heating current value, and the non-heating current value is used as the motor heating current value.

[0183] The non-heating instruction carries the corresponding non-heating power.

[0184] Optionally, the non-heating instruction may include a driving instruction, a charging instruction, and a discharging instruction. When the non-heating instruction is a driving instruction, the non-heating power is the driving power, and the non-heating current value is the driving current value; when the non-heating instruction is a charging instruction, the non-heating power is the charging power, and the non-heating current value is the charging current value; when the non-heating instruction is a discharging instruction, the non-heating power is the discharging power, and the non-heating current value is the discharging current value.

[0185] Among them, driving power refers to the power generated when energy is drawn from the battery pack and passes through the motor coil to make the motor output torque; charging power refers to the power generated by the power supply equipment charging the battery pack when the charging and discharging port circuit is connected to the power supply equipment; discharging power refers to the power generated by the battery pack discharging to the power-consuming equipment when the charging and discharging port circuit is connected to the power-consuming equipment.

[0186] In some embodiments, when the non-heating instruction is a driving instruction, after receiving the driving instruction, the driving instruction can be parsed to obtain the driving power carried therein, and then the driving current value is calculated according to the existing driving control algorithm as the motor heating current value.

[0187] For example, taking the driving power as 5000 W as an example, the driving current value can be calculated as 10 A through the driving control algorithm, and 10 A is used as the motor heating current value.

[0188] It should be noted that, for the description of the non-heating instruction being a charging instruction or a discharging instruction, reference may be made to the above-mentioned detailed description of the non-heating instruction being a driving instruction, which will not be repeated here.

[0189] In this way, on the one hand, in the heating scenario, the present application can directly and quickly calculate the heating current value based on the heating power and the motor resistance because the acquired motor heating power is all used to heat the battery assembly; on the other hand, in the non-heating scenario, it is necessary to convert the acquired non-heating power to obtain the non-heating current value first. At this time, since the current flowing through the motor is the same, the non-heating current value can be directly used as the motor heating current value, thereby realizing the ability to accurately obtain the motor heating current value in various scenarios.

[0190] Optionally, the motor position value obtained when the motor is heated may be obtained based on an instruction sent by a controller of the vehicle, and the instruction may include a heating instruction or a non-heating instruction.

[0191] In an optional implementation, when a heating instruction is received, an initial motor position value first acquired by the sensor is determined as the motor position value when the motor is heated.

[0192] The sensor may be a position sensor, and the position sensor may be arranged at the motor to obtain the position value of the motor when the motor is heated.

[0193] In some embodiments, after receiving a heating instruction, since the main function of the motor at this time is to heat the battery assembly and the heating energy consumption is relatively high, in order to minimize energy consumption at this time, the initial motor heating position value can be locked after the initial motor heating position value is obtained for the first time, and used as the motor position value during motor heating.

[0194] Exemplarily, taking the initial motor position value θ0 acquired by the position sensor for the first time as an example, θ0 can be locked as the final motor position value when the motor is heated.

[0195] In another optional implementation, when a non-heating instruction is received, the motor position value when the motor is heated is acquired in real time through a sensor.

[0196] In some embodiments, after receiving a non-heating instruction, since the main function of the motor is not to heat the battery assembly, the added energy consumption is relatively low. In order to accurately reflect the motor position, an acquisition time interval can be set to continuously obtain the motor position value when the motor is heated.

[0197] For example, taking the acquisition time interval as 2 seconds as an example, the position sensor can be controlled to collect the motor position value every 2 seconds, and update the motor position value when the motor was heated last time.

[0198] In this way, the present application reduces system energy consumption by locking the motor position value obtained for the first time in the heating scenario, eliminating the need for real-time acquisition; and in the non-heating scenario, the motor position value when the motor is heated is acquired in real time to ensure the timeliness of the motor position value when the motor is heated.

[0199] Optionally, the motor driving signal may include a forward driving signal and a reverse driving signal, the forward driving signal is used to drive the motor to accelerate, and the reverse driving signal is used to drive the motor to decelerate.

[0200] In some embodiments, when the vehicle needs to accelerate, the output torque needs to be increased, and a positive torque needs to be generated by a positive drive signal.

[0201] Furthermore, during the acceleration process, the forward drive signal needs to be increased steadily to stably increase the output forward torque, while a speed sensor is used to monitor the operating status of the motor in real time.

[0202] For example, a proportional-integral-derivative (PID) control algorithm may be used to adjust the current value input to the motor according to the feedback signal of the speed sensor, thereby adjusting the magnitude of the forward drive signal.

[0203] In some embodiments, when the vehicle needs to decelerate, the output torque needs to be reduced, and a reverse torque needs to be generated by a reverse drive signal.

[0204] Furthermore, during the deceleration process, the reverse drive signal needs to be increased steadily to stably increase the output reverse torque, while a speed sensor is used to monitor the operating status of the motor in real time.

[0205] For example, a PID control algorithm may be used to adjust the current value of the input motor according to the feedback signal of the rotation speed sensor, thereby adjusting the magnitude of the reverse drive signal.

[0206] In this way, on the one hand, the present application achieves the purpose of accelerating and decelerating the vehicle by controlling the output direction of the motor drive signal, thereby improving the flexibility of motor control; on the other hand, the motor drive signal is output smoothly to avoid additional motor jitter caused by sudden current changes.

[0207] Optionally, after obtaining the motor anti-shake torque, it may also be determined whether an emergency command is received. If an emergency command is received, the motor anti-shake torque is deleted.

[0208] The emergency instruction is used to indicate that the speed of the motor needs to reach a preset speed within a preset time period.

[0209] In some embodiments, the preset time period may be a manually set value, which may be flexibly adjusted according to actual scenarios. For example, the preset time period may be 5 seconds.

[0210] Exemplarily, the emergency command may include an emergency braking command, an emergency acceleration command, etc.

[0211] In this way, when the motor speed needs to be changed quickly, the motor anti-shake torque is removed to ensure that the motor can change a large speed in a short time.

[0212] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the control device or electronic device of the motor includes a hardware structure and / or software module corresponding to the execution of each function. It should be easily appreciated by those skilled in the art that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0213] The embodiment of the present application can divide the functional modules of the motor control device or electronic device according to the above method. For example, the motor control device or electronic device can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0214] Figure 4 400 is a structural diagram of a motor control device provided in an embodiment of the present application. Figure 4 As shown, the motor control device 400 includes: a determination unit 401 and a generation unit 402 .

[0215] Among them: the above-mentioned determination unit 401 is used to determine the anti-shake parameter, and the anti-shake parameter includes a proportional coefficient, and the proportional coefficient is used to characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque; the above-mentioned generation unit 402 is used to generate a motor drive signal based on the motor heating current value and the anti-shake parameter, and the motor drive signal is used to drive the motor to run, and the heating current value is the current value for heating the battery assembly of the vehicle.

[0216] In some embodiments, the above-mentioned proportionality coefficient is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heated.

[0217] In some embodiments, the above-mentioned generation unit 402 is specifically used to: convert the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient, the motor anti-shake torque is used to suppress the motor vibration, and generate the motor drive signal based on the motor heating current value and the motor anti-shake torque.

[0218] In some embodiments, the generating unit 402 is specifically configured to use the product of the motor speed fluctuation and the proportional coefficient as the motor anti-shake torque.

[0219] In some embodiments, the anti-shake parameters further include a filter cutoff frequency, and the filter cutoff frequency is obtained by pre-calibration according to the motor heating current value and the motor position value during motor heating.

[0220] In some embodiments, the control device 400 of the above-mentioned motor may also include a processing unit, wherein: the above-mentioned processing unit is used to filter the motor speed according to the filter cutoff frequency, and extract the motor speed fluctuation, and the motor speed fluctuation is the difference between the average speed of the motor and the preset speed.

[0221] In some embodiments, the anti-shake parameters further include an anti-shake torque limit range, and the anti-shake torque limit range is obtained by pre-calibration based on the motor heating current value and the motor position value during motor heating.

[0222] In some embodiments, the above-mentioned generation unit 402 is specifically used to: limit the motor anti-shake torque according to the anti-shake torque limit range, obtain the motor anti-shake torque after limiting, the motor anti-shake torque after limiting is within the anti-shake torque limit range, and generate a motor drive signal according to the motor heating current value and the motor anti-shake torque after limiting.

[0223] In some embodiments, the above-mentioned anti-shake torque limit range includes a maximum anti-shake torque value and a minimum anti-shake torque value; the above-mentioned generation unit 402 is specifically used to adjust the motor anti-shake torque to within the anti-shake torque limit range when the motor anti-shake torque is greater than the maximum anti-shake torque value, or the motor anti-shake torque is less than the minimum anti-shake torque value, so as to obtain the motor anti-shake torque after limiting.

[0224] In some embodiments, the above-mentioned generation unit 402 is specifically used to: determine the motor anti-shake current value corresponding to the motor anti-shake torque after limiting, superimpose the motor anti-shake current value and the motor heating current value to obtain the motor drive current value, convert the motor drive current value to obtain a three-phase drive voltage, perform pulse width modulation on the three-phase drive voltage, and obtain a motor drive signal.

[0225] In some embodiments, the motor control device 400 further includes: an acquisition unit, wherein: the acquisition unit is used to acquire the motor heating current value and the motor position value when the motor is heated.

[0226] In some embodiments, the above-mentioned acquisition unit is specifically used to: when receiving a heating instruction, obtain the motor heating power corresponding to the heating instruction, the heating instruction is used to instruct the motor to heat the battery assembly, and determine the motor heating current value based on the motor heating power and the motor coil resistance.

[0227] In some embodiments, the above-mentioned acquisition unit is specifically used to: when a non-heating instruction is received, acquire the non-heating power corresponding to the non-heating instruction, convert the non-heating power into a non-heating current value, and use the non-heating current value as the motor heating current value.

[0228] In some embodiments, when the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; or, when the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; or, when the non-heating instruction is a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

[0229] In some embodiments, the above-mentioned acquisition unit is specifically used to: when a heating instruction is received, determine the initial motor position value first acquired by the sensor as the motor position value when the motor is heated; or, when a non-heating instruction is received, acquire the motor position value when the motor is heated in real time through the sensor.

[0230] In some embodiments, the motor drive signal includes a forward drive signal and a reverse drive signal, the forward drive signal is used to drive the motor to accelerate, and the reverse drive signal is used to drive the motor to decelerate.

[0231] In the control device of the motor provided in the embodiment of the present application, the motor may shake when the output torque of the motor is too large or the output torque is not smooth. Therefore, the present application determines the anti-shake parameter including the proportional coefficient by obtaining the heating current value of the motor and the heating position value of the motor. The proportional coefficient can characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque during the rotation of the motor, so as to obtain the anti-shake torque for suppressing the motor shake during the rotation of the motor, so that the motor drive signal generated based on the motor heating current value and the anti-shake parameter can avoid the motor shaking on the basis of driving the motor to heat the battery assembly.

[0232] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0233] Figure 5 This is a structural diagram of an electronic device provided in an embodiment of the present application. Figure 5 As shown, the electronic device 500 includes but is not limited to: a processor 501 and a memory 502 .

[0234] The memory 502 is used to store executable instructions of the processor 501. It can be understood that the processor 501 is configured to execute instructions to implement the motor control method in the above embodiment.

[0235] It should be noted that those skilled in the art can understand that Figure 5 The electronic device structure shown in the figure does not constitute a limitation on the electronic device, and the electronic device may include Figure 5 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0236] The processor 501 is the control center of the electronic device. It uses various interfaces and lines to connect various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 502, and calling data stored in the memory 502, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 501 may include one or more processing units. Optionally, the processor 501 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 501.

[0237] The memory 502 may be used to store software programs and various data. The memory 502 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one functional module (such as a determination unit, a processing unit, etc.), etc. In addition, the memory 502 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0238] In an exemplary embodiment, a vehicle is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method of the motor in the above-mentioned embodiment.

[0239] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 502 including instructions. The instructions can be executed by a processor 501 of an electronic device 500 to implement the motor control method in the above embodiment.

[0240] In actual implementation, Figure 4 The steps performed by the determination unit 401, the generation unit 402, and the acquisition unit and the processing unit in the embodiment can be represented by Figure 5The processor 501 in the embodiment calls the computer program stored in the memory 502. The specific execution process can refer to the description of the method part in the above embodiment, which will not be repeated here.

[0241] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0242] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, and the one or more instructions can be executed by the processor 501 of the electronic device to complete the motor control method in the above embodiment.

[0243] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned method embodiment are implemented, and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0244] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0245] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0246] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0247] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0248] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of each embodiment method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or CD and other media that can store program code.

[0249] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling a motor, characterized in that: The method comprises: Determine anti-shake parameters, wherein the anti-shake parameters include a proportional coefficient and a filter cutoff frequency, wherein the proportional coefficient is used to characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque; the filter cutoff frequency is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heated; the motor position value is a deflection angle between the real-time position of the motor rotor and the original position of the motor rotor; Filtering the motor speed signal according to the filter cutoff frequency, eliminating the high-frequency part of the motor speed signal having a frequency higher than the filter cutoff frequency, and extracting the motor speed fluctuation, wherein the motor speed fluctuation is the difference between the average speed of the motor and the preset speed; The product of the motor speed fluctuation and the proportional coefficient is used as the motor anti-shake torque, and the motor anti-shake torque is used to suppress the motor shaking; In case of receiving an emergency command, the motor anti-shake torque is deleted; or, Based on the motor heating current value and the motor anti-shake torque, a motor driving signal is generated, the motor driving signal is used to drive the motor to operate, the motor heating current value is a current value for heating a battery assembly of the vehicle, the motor heating current value is determined according to a non-heating current value, the non-heating current value is determined according to a non-heating power, the non-heating power is determined according to a non-heating instruction, and the non-heating instruction includes a driving instruction, a charging instruction, and a discharging instruction; In the case where the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; When the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; When the non-heating instruction is a discharge instruction, the non-heating power is a discharge power, and the non-heating current value is a discharge current value; The motor driving signal includes a forward driving signal and a reverse driving signal. The forward driving signal is used to drive the motor to accelerate, and the reverse driving signal is used to drive the motor to decelerate.

2. The method according to claim 1, characterized in that The proportional coefficient is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heated.

3. The method according to claim 1, characterized in that The anti-shake parameters also include an anti-shake torque limit range, and the anti-shake torque limit range is obtained by pre-calibration based on the motor heating current value and the motor position value when the motor is heated.

4. The method according to claim 3, characterized in that The step of generating a motor drive signal based on the motor heating current value and the motor anti-shake torque includes: According to the anti-shake torque limit range, the motor anti-shake torque is limited to obtain the motor anti-shake torque after limiting, and the motor anti-shake torque after limiting is within the anti-shake torque limit range; The motor driving signal is generated according to the motor heating current value and the motor anti-shake torque after limiting.

5. The method according to claim 4, characterized in that The anti-shake torque limit range includes a maximum anti-shake torque value and a minimum anti-shake torque value; The step of limiting the motor anti-shake torque according to the anti-shake torque limit value range to obtain the motor anti-shake torque after limiting includes: When the motor anti-shake torque is greater than the maximum anti-shake torque value, or the motor anti-shake torque is less than the minimum anti-shake torque value, the motor anti-shake torque is adjusted to within the anti-shake torque limit range to obtain the motor anti-shake torque after limiting.

6. The method according to claim 4, characterized in that The step of generating the motor driving signal according to the motor heating current value and the motor anti-shake torque after limiting includes: Determine a motor anti-shake current value corresponding to the motor anti-shake torque after the limiting; The motor anti-shake current value and the motor heating current value are superimposed to obtain a motor driving current value; Convert the motor drive current value to obtain a three-phase drive voltage; The three-phase drive voltage is pulse-width modulated to obtain the motor drive signal.

7. The method according to claim 1, characterized in that The method further comprises: The motor heating current value is obtained, and the motor position value when the motor is heated is obtained.

8. The method according to claim 7, characterized in that The obtaining of the motor heating current value comprises: When a heating instruction is received, obtaining a motor heating power corresponding to the heating instruction, wherein the heating instruction is used to instruct the motor to heat the battery assembly; The motor heating current value is determined according to the motor heating power and the motor coil resistance.

9. The method according to claim 7, characterized in that: The obtaining of the motor position value when the motor is heated includes: When a heating instruction is received, an initial motor position value first acquired by the sensor is determined as the motor position value when the motor is heated; or, When a non-heating instruction is received, the motor position value when the motor is heated is acquired in real time through a sensor.

10. A control device for a motor, characterized in that: The device comprises: a determining unit and a generating unit, wherein: The determination unit is used to determine anti-shake parameters, wherein the anti-shake parameters include a proportional coefficient and a filter cutoff frequency, wherein the proportional coefficient is used to characterize the proportional relationship between the motor speed fluctuation and the motor anti-shake torque; the filter cutoff frequency is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heated; the motor position value is a deflection angle between the real-time position of the motor rotor and the original position of the motor rotor; The generating unit is used to filter the motor speed signal according to the filter cutoff frequency, eliminate the high-frequency part of the motor speed signal having a frequency higher than the filter cutoff frequency, and extract the motor speed fluctuation, wherein the motor speed fluctuation is the difference between the average speed of the motor and the preset speed; The generating unit is further configured to use the product of the motor speed fluctuation and the proportional coefficient as the motor anti-shake torque, wherein the motor anti-shake torque is used to suppress the motor shaking; The generating unit is further configured to delete the motor anti-shake torque when receiving an emergency instruction; or Based on the motor heating current value and the motor anti-shake torque, a motor driving signal is generated, the motor driving signal is used to drive the motor to operate, the motor heating current value is a current value for heating a battery assembly of the vehicle, the motor heating current value is determined according to a non-heating current value, the non-heating current value is determined according to a non-heating power, the non-heating power is determined according to a non-heating instruction, and the non-heating instruction includes a driving instruction, a charging instruction, and a discharging instruction; In the case where the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; When the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; When the non-heating instruction is a discharge instruction, the non-heating power is a discharge power, and the non-heating current value is a discharge current value; The motor driving signal includes a forward driving signal and a reverse driving signal. The forward driving signal is used to drive the motor to accelerate, and the reverse driving signal is used to drive the motor to decelerate.

11. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 9.

12. A motor system, characterized in that: The electronic device comprises a motor assembly and the electronic device according to claim 11.

13. An energy conversion system, characterized in that: It comprises a battery assembly and the motor system as claimed in claim 12, wherein the motor system and the battery assembly form a heating loop.

14. The energy conversion system according to claim 13, characterized in that: The energy conversion system also includes a first switch, the battery assembly includes a first battery pack and a second battery pack, the motor assembly includes a motor controller and a motor, the motor controller includes a plurality of bridge arms, each bridge arm includes two power switch units, the two ends of the motor controller are respectively connected to the first pole and the second pole of the battery assembly, the motor includes a plurality of coils, the first end of each coil is connected to the midpoint of a bridge arm, one end of the first switch is connected to the second end of at least one coil, and the other end of the first switch is electrically connected to the connection point between the first battery pack and the second battery pack.

15. A vehicle, characterized in that: include: 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 method according to any one of claims 1 to 9.

16. A computer-readable storage medium, wherein instructions are stored in the computer-readable storage medium, characterized in that: When a computer executes the instruction, the computer executes the method according to any one of claims 1 to 9.

17. A computer program product, comprising instructions, characterized in that: When the instructions are executed on a computer, the computer performs the method according to any one of claims 1 to 9.

Images