Methods, devices, vehicles and storage media for controlling the heat generation of drive motors

Abstract

This application relates to the field of vehicle technology, and particularly to a method, device, vehicle, and storage medium for controlling the heat generation of a drive motor. The method includes: determining whether a heating request has been received; if a heating request is received, acquiring the current temperature of the motor and the current temperature of the IGBT in the electric drive system, and matching the current optimal heating strategy of the electric drive system based on the current motor and IGBT temperatures; adjusting the current of the motor and the cooling water flow rate of the electric drive system according to the current optimal heating strategy, so that both the motor and the IGBT are in an optimal heating state. This solves the problems in related technologies, such as the complexity of the drive motor's heat generation control algorithm, and the inability to guarantee heat generation power, heat transfer efficiency, and internal safety of the electric drive. It flexibly and effectively utilizes the heat generated by the components of the electric vehicle itself, reducing the cost of the entire vehicle system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, and storage medium for controlling the heat generation of a drive motor. Background Technology

[0002] In low-temperature environments, electric vehicles typically require heating for two components: the battery and the passenger compartment. Low temperatures increase the viscosity of the electrolyte in the battery, reducing its charging and discharging performance and significantly decreasing the vehicle's range. The passenger compartment is also heated, as low temperatures affect passenger comfort. Therefore, to ensure optimal battery charging and discharging performance and improve passenger comfort, heating is necessary for both the battery and the passenger compartment in low-temperature environments.

[0003] In related technologies, a dedicated heating device, such as a PTC (Positive Temperature Coefficient) device, is typically used to convert electrical energy into heat energy to heat the battery and cabin. However, PTC devices are expensive (approximately 500-700 yuan per device), and using them to heat the battery increases the overall system cost.

[0004] Therefore, how to flexibly and effectively utilize the heat generated by the components of electric vehicles to heat the battery and cabin, thereby reducing or replacing dedicated heating devices, has become one of the important research directions.

[0005] In the relevant technology, in patent [CN114337422A] "A method for controlling motor heating and a control method for a multi-motor drive system", after obtaining the target heating temperature value, a suitable number of heating motors are selected from multiple motors to generate heat, and the heating power of the heating motors can be determined according to the heating power required by the object being heated.

[0006] However, from a control perspective, this scheme is based on harmonic current control and requires the cooperation of multiple heating motors, making the control algorithm quite complex. From an implementation perspective, the heat source is singular, only utilizing the heat generated by the motor, and no corresponding protection measures are taken for the motor.

[0007] In the relevant technology, patent [CN115649012A] "Active Degradation Heating Control Method, Device, Equipment, Vehicle and Storage Medium for Motors" describes a method where, when the heat from the motor is insufficient to meet the heat requirements of the vehicle battery, the vehicle controller controls the motor to convert some electrical energy into heat energy by reducing its efficiency in converting electrical energy into kinetic energy, without reducing the motor's output torque. This heats the battery, maintains the activity of the battery materials, and reduces the impact of low-temperature environments on the vehicle's performance.

[0008] However, in terms of application scope, this solution can only meet the heating needs during driving and does not propose a solution for heating the vehicle when it is stationary. In terms of implementation, it only controls the current in a single dimension, which cannot fully utilize the heat generated by the heating components inside the electric drive. The heating power, heat transfer efficiency and safety inside the electric drive cannot be guaranteed. Summary of the Invention

[0009] This application provides a method, device, vehicle, and storage medium for controlling the heat generation of a drive motor, in order to solve the problems in the related technology where the heat generation control algorithm of the drive motor is relatively complex, and the heat generation power, heat transfer efficiency, and internal safety of the electric drive cannot be guaranteed. It flexibly and effectively utilizes the heat generation of the components in the electric vehicle itself, reducing the cost of the entire vehicle system.

[0010] The first aspect of this application provides a method for controlling the heat generation of a drive motor, comprising the following steps:

[0011] Determine if a heating request has been received;

[0012] If the heating request is received, the current temperature of the motor and the current temperature of the IGBT (Insulated Gate Bipolar Transistor) of the electric drive are obtained, and the current optimal heating strategy of the electric drive system is matched according to the current temperature of the motor and the IGBT temperature.

[0013] Adjust the current of the current motor and the cooling water flow of the current electric drive according to the current optimal heating strategy, so that the IGBTs of the current motor and the current electric drive are both in the optimal heating state.

[0014] Based on the above technical means, the vehicle in this application embodiment can fully utilize the heat generated by the motor and IGBT to match the optimal heating strategy of the electric drive system when a heating request is received. Then, the current of the current motor and the cooling water flow of the current electric drive are controlled according to the strategy. Thus, this application can flexibly and effectively utilize the heat generated by the components of the electric vehicle itself, ensuring the heating power, heat transfer efficiency and internal safety of the electric drive, and reducing the cost of the entire vehicle system.

[0015] Optionally, in some embodiments, matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature includes:

[0016] Determine whether the current motor temperature is less than or equal to a first preset threshold, and whether the IGBT temperature is less than or equal to a second preset temperature;

[0017] If the current motor temperature is less than or equal to the first preset threshold, and the IGBT temperature is less than or equal to the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to a first current, the current motor D-axis current to a second current, the current electric drive cooling water flow rate to a first flow rate, the IGBT switching frequency to a first switching frequency, and the IGBT dead time to a first preset duration.

[0018] Based on the above technical means, the embodiments of this application provide an optimal heating strategy matched with the motor temperature and IGBT temperature. When the current motor temperature is less than or equal to a first preset threshold and the IGBT temperature is less than or equal to a second preset temperature, the current of the current motor and the current cooling water flow are adjusted by matching an appropriate heating strategy. Thus, this application can make full use of the heat generated by the motor and IGBT, reasonably control the heat generation of the drive motor, flexibly and effectively utilize the heat generation of the electric vehicle's own components, and reduce the cost of the entire vehicle system.

[0019] Optionally, in some embodiments, the step of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature further includes:

[0020] Determine whether the current motor temperature is less than or equal to the first preset threshold, and whether the IGBT temperature is greater than the second preset temperature;

[0021] If the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is greater than the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to the first current, the current motor D-axis current to the second current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to the second switching frequency, and the IGBT dead time to the second preset duration, wherein the second switching frequency is less than or equal to the first switching frequency, and the second preset duration is greater than the first preset duration.

[0022] Based on the above technical means, the embodiments of this application provide an optimal heating strategy matched with the motor temperature and IGBT temperature. When the current motor temperature is less than or equal to a first preset threshold and the IGBT temperature is greater than a second preset temperature, the current of the current motor and the current cooling water flow are adjusted by matching an appropriate heating strategy. Thus, this application can make full use of the heat generated by the motor and IGBT, reasonably control the heating of the drive motor, and simplify the heating control algorithm of the drive motor.

[0023] Optionally, in some embodiments, the step of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature further includes:

[0024] Determine whether the current motor temperature is greater than the first preset threshold and whether the IGBT temperature is less than or equal to the second preset temperature;

[0025] If the current motor temperature is greater than the first preset threshold, and the IGBT temperature is less than or equal to the second preset temperature, then the current optimal heating strategy is to adjust the current motor's Q-axis current to a third current, the current motor's D-axis current to a fourth current, the current electric drive's cooling water flow rate to the maximum flow rate, the IGBT's switching frequency to the first switching frequency, and the IGBT's dead time to the first preset duration, wherein the third current is less than the first current, and the fourth current is less than the second current.

[0026] Based on the above technical means, this application provides an optimal heating strategy that matches the motor temperature and IGBT temperature. When the current motor temperature is greater than a first preset threshold and the IGBT temperature is less than or equal to a second preset temperature, the current of the current motor and the current cooling water flow are adjusted by matching an appropriate heating strategy. Thus, this application can make full use of the heat generated by the motor and IGBT, so that the current motor and the current electric drive IGBT are both in the optimal heating state.

[0027] Optionally, in some embodiments, the step of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature further includes:

[0028] Determine whether the current motor temperature is greater than the first preset threshold and whether the IGBT temperature is greater than the second preset temperature;

[0029] If the current motor temperature is greater than the first preset threshold and the IGBT temperature is greater than the second preset temperature, then the current optimal heating strategy is to adjust the current motor's Q-axis current to the fifth current, the current motor's D-axis current to the sixth current, the current electric drive's cooling water flow rate to the maximum flow rate, the IGBT's switching frequency to the third switching frequency, and the IGBT's dead time to the third preset duration, wherein the fifth current is less than the third current, the sixth current is less than the fourth current, the third switching frequency is less than or equal to the second switching frequency, and the third preset duration is greater than or equal to the second preset duration.

[0030] Based on the above technical means, the embodiments of this application provide an optimal heating strategy matched with the motor temperature and IGBT temperature. When the current motor temperature is greater than a first preset threshold and the IGBT temperature is greater than a second preset temperature, the current of the current motor and the current cooling water flow are adjusted by matching an appropriate heating strategy. Thus, this application can make full use of the heat generated by the motor and IGBT to improve the active heating capability of the drive motor.

[0031] Optionally, in some embodiments, the first current, the second current, the third current, the fourth current, the fifth current, and the sixth current are all determined by the temperature of the current motor; the first switching frequency, the second switching frequency, the third switching frequency, the first flow rate, the first preset duration, the second preset duration, and the third preset duration are all determined by the IGBT temperature of the current electric drive.

[0032] Based on the above technical means, the embodiments of this application can accurately determine the calibration values ​​of the first current, the second current, or the limit value of the motor current based on the current motor temperature, and accurately determine the calibration values ​​or inflection point values ​​of the switching frequency, flow rate, and duration based on the current IGBT temperature of the electric drive, so as to reasonably control the current current of the motor and the current cooling water flow rate. When the temperature of either the motor or the IGBT exceeds the limit value, the heating state is actively exited. Thus, this measure can ensure that the entire electric drive system operates in a safe state.

[0033] Optionally, in some embodiments, before matching the current optimal heat dissipation strategy of the current electric drive system based on the current motor temperature and the IGBT temperature, the method further includes:

[0034] Determine whether the current motor temperature is greater than a third preset temperature, or whether the IGBT temperature is greater than a fourth preset temperature, or whether the current motor is in a fault state;

[0035] If the current motor temperature is greater than the third preset temperature, or the IGBT temperature is greater than the fourth preset temperature, or the current motor is in a fault state, then the electric drive system is controlled to exit active heating.

[0036] Based on the above technical means, the embodiments of this application set a third preset temperature, namely the motor limit temperature, and a fourth preset temperature, namely the IGBT limit temperature, to compare the temperature threshold with the current motor and IGBT temperatures of the vehicle to determine whether the motor of the vehicle is faulty. Thus, when the motor temperature and IGBT temperature are abnormal, the motor and IGBT are actively protected to ensure the safety of the entire electric drive system.

[0037] A second aspect of this application provides a heat control device for a drive motor, comprising:

[0038] The judgment module is used to determine whether a heating request has been received;

[0039] A matching module is configured to, upon receiving the heating request, acquire the current temperature of the motor and the current IGBT temperature of the electric drive, and match the current optimal heating strategy for the electric drive system based on the current motor temperature and the IGBT temperature; and

[0040] The control module is used to adjust the current of the current motor and the cooling water flow of the current electric drive according to the current optimal heating strategy, so that the IGBTs of the current motor and the current electric drive are both in the optimal heating state.

[0041] Optionally, in some embodiments, the matching module includes:

[0042] The first judgment unit is used to determine whether the current temperature of the motor is less than or equal to a first preset threshold, and whether the IGBT temperature is less than or equal to a second preset temperature;

[0043] The first adjustment unit is configured to, when the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is less than or equal to the second preset temperature, adjust the current optimal heating strategy as follows: adjust the current motor Q-axis current to a first current, the current motor D-axis current to a second current, the current electric drive cooling water flow rate to a first flow rate, the IGBT switching frequency to a first switching frequency, and the IGBT dead time to a first preset duration.

[0044] Optionally, in some embodiments, the matching module further includes:

[0045] The second judgment unit is used to determine whether the current temperature of the motor is less than or equal to the first preset threshold and whether the temperature of the IGBT is greater than the second preset temperature.

[0046] The second adjustment unit is configured to, when the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is greater than the second preset temperature, adjust the current optimal heating strategy as follows: the Q-axis current of the current motor is the first current, the D-axis current of the current motor is the second current, the cooling water flow rate of the current electric drive is the maximum flow rate, the switching frequency of the IGBT is the second switching frequency, and the dead time of the IGBT is the second preset duration, wherein the second switching frequency is less than or equal to the first switching frequency, and the second preset duration is greater than the first preset duration.

[0047] Optionally, in some embodiments, the matching module further includes:

[0048] The third judgment unit is used to determine whether the current temperature of the motor is greater than the first preset threshold and whether the IGBT temperature is less than or equal to the second preset temperature.

[0049] The third adjustment unit is configured to, when the current motor temperature is greater than the first preset threshold and the IGBT temperature is less than or equal to the second preset temperature, adjust the current optimal heating strategy as follows: the current Q-axis current of the current motor is a third current, the current D-axis current of the current motor is a fourth current, the current electric drive cooling water flow rate is the maximum flow rate, the IGBT switching frequency is the first switching frequency, and the IGBT dead time is the first preset duration, wherein the third current is less than the first current, and the fourth current is less than the second current.

[0050] Optionally, in some embodiments, the matching module further includes:

[0051] The fourth judgment unit is used to determine whether the current temperature of the motor is greater than the first preset threshold and whether the IGBT temperature is greater than the second preset temperature.

[0052] The fourth adjustment unit is configured to, when the current motor temperature is greater than the first preset threshold and the IGBT temperature is greater than the second preset temperature, determine the current optimal heating strategy as follows: the current optimal heating strategy is to adjust the current Q-axis current of the current motor to a fifth current, the current D-axis current of the current motor to a sixth current, the current optimal heating strategy is to adjust ...

[0053] Optionally, in some embodiments, the first current, the second current, the third current, the fourth current, the fifth current, and the sixth current are all determined by the temperature of the current motor; the first switching frequency, the second switching frequency, the third switching frequency, the first flow rate, the first preset duration, the second preset duration, and the third preset duration are all determined by the IGBT temperature of the current electric drive.

[0054] Optionally, in some embodiments, before matching the current optimal heat dissipation strategy of the current electric drive system based on the current motor temperature and the IGBT temperature, the matching module further includes:

[0055] The fifth judgment unit is used to determine whether the current temperature of the motor is greater than the third preset temperature, or whether the IGBT temperature is greater than the fourth preset temperature, or whether the current motor is in a fault state.

[0056] The fifth adjustment unit is used to control the electric drive system to exit active heating when the current motor temperature is greater than the third preset temperature, or the IGBT temperature is greater than the fourth preset temperature, or the current motor is in the fault state.

[0057] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the heat control method for a drive motor as described in the above embodiments.

[0058] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for controlling the heat generation of a drive motor.

[0059] The beneficial effects of this application are:

[0060] (1) This application makes full use of the heat generated by the motor and IGBT switching tube, and hands over this part of the heat to the thermal management system for processing. It flexibly and effectively utilizes the heat generated by the components of the electric vehicle itself, and simplifies the heat control algorithm of the drive motor, reducing the cost of the whole vehicle system.

[0061] (2) This application can increase the control of the cooling water flow rate inside the electric drive. When the temperature inside the electric drive is low, a smaller optimal cooling water flow rate is used to quickly heat this part of the water to a higher temperature for use in the heating management system.

[0062] (3) This application can actively protect the motor and IGBT when the motor temperature and IGBT temperature are abnormal, so as to ensure the heat generation power, heat transfer efficiency and safety of the electric drive.

[0063] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0064] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0065] Figure 1 This is a flowchart of a method for controlling the heat generation of a drive motor according to an embodiment of this application;

[0066] Figure 2 This is a schematic diagram of a method for controlling the heating of a drive motor according to an embodiment of this application;

[0067] Figure 3 This is a schematic diagram of a table lookup for electric drive cooling water flow rate according to an embodiment of this application;

[0068] Figure 4 This is a schematic diagram of a D-axis current lookup table according to an embodiment of this application;

[0069] Figure 5 This is a schematic diagram of a Q-axis current lookup table according to an embodiment of this application;

[0070] Figure 6 This is a schematic diagram of an IGBT switching frequency lookup table according to an embodiment of this application;

[0071] Figure 7 This is a schematic diagram of an IGBT dead time lookup table according to an embodiment of this application;

[0072] Figure 8 This is a block diagram of a heat control device for a drive motor provided according to an embodiment of this application;

[0073] Figure 9 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0074] Among them, 10-heat control device for drive motor; 100-judgment module, 200-matching module and 300-control module; 901-memory, 902-processor and 903-communication interface. Detailed Implementation

[0075] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0076] The following description, with reference to the accompanying drawings, outlines a method, apparatus, vehicle, and storage medium for controlling the heat generation of a drive motor according to embodiments of this application. Addressing the issues raised in the background section regarding the complexity of drive motor heat generation control algorithms and the inability to guarantee heat generation power, heat transfer efficiency, and internal safety of the electric drive system, this application provides a method for controlling the heat generation of a drive motor. This method determines whether a heating request has been received. If a heating request is received, the method acquires the current temperature of the motor and the current temperature of the IGBT in the electric drive system. Based on these temperatures, it matches the current optimal heat generation strategy for the electric drive system and adjusts the current current of the motor and the cooling water flow rate of the electric drive system accordingly, ensuring that both the motor and the IGBT are in optimal heating conditions. This solves the problems of complex drive motor heat generation control algorithms and the inability to guarantee heat generation power, heat transfer efficiency, and internal safety of the electric drive system in related technologies. It flexibly and effectively utilizes the heat generated by the components of the electric vehicle itself, reducing the overall system cost.

[0077] Specifically, Figure 1 This is a flowchart of a method for controlling the heat generation of a drive motor, provided in an embodiment of this application.

[0078] like Figure 1 As shown, the heat generation control method for this drive motor includes the following steps:

[0079] In step S101, it is determined whether a heating request has been received.

[0080] It is understandable that in low-temperature environments, electric vehicles typically require heating for two things: the battery and the cabin. Therefore, the heating request in this application embodiment includes a battery heating request, a cabin heating request, or both. The cabin heating request can be initiated by the user via a corresponding button, controlling the vehicle to execute the heating command. This application provides an active heating function that can also control the vehicle to execute the heating command when the vehicle temperature is below a certain value, thereby improving the comfort of the user inside the cabin.

[0081] Specifically, if the vehicle controller does not receive a heating request, it controls the current vehicle to exit the heating system; conversely, if the vehicle controller receives a heating request, it further matches an appropriate control strategy based on the current temperature of the vehicle's motor and IGBT to achieve active management of the vehicle's heating status.

[0082] In step S102, if a heating request is received, the current temperature of the motor and the current temperature of the IGBT of the electric drive are obtained, and the current optimal heating strategy of the electric drive system is matched according to the current temperature of the motor and the IGBT.

[0083] It should be noted that after receiving a heating request, this application needs to match the optimal heating strategy of the electric drive system according to the current motor temperature and IGBT temperature in order to achieve heating control of the drive motor. Therefore, this application embodiment needs to obtain the current motor temperature and the current IGBT temperature of the electric drive through the corresponding vehicle sensors.

[0084] In step S103, the current of the current motor and the cooling water flow rate of the current electric drive are adjusted according to the current optimal heating strategy, so that the IGBTs of the current motor and the current electric drive are in the optimal heating state.

[0085] Specifically, this application embodiment adjusts the current of the current motor and the current cooling water flow rate of the current electric drive according to the matched optimal heating strategy. While achieving the active heating function of the motor, it also implements corresponding protection measures for the motor. The control algorithm of this application embodiment increases the heat generated by the motor and IGBT by actively increasing the motor current, increasing the IGBT switching frequency, and reducing the IGBT dead time, and then assigns this heat to the thermal management system for processing. Furthermore, this application adds control over the cooling water flow rate inside the electric drive. When the temperature inside the electric drive is low, a smaller optimal cooling water flow rate is used to quickly heat this portion of water to a higher temperature for use by the thermal management system.

[0086] Optionally, in some embodiments, before matching the current optimal heating strategy of the current electric drive system based on the current motor temperature and IGBT temperature, the method further includes: determining whether the current motor temperature is greater than a third preset temperature, or whether the IGBT temperature is greater than a fourth preset temperature, or whether the current motor is in a fault state; if the current motor temperature is greater than the third preset temperature, or the IGBT temperature is greater than the fourth preset temperature, or the current motor is in a fault state, then controlling the electric drive system to exit active heating.

[0087] Those skilled in the art will understand that using a small amount of cooling water when the internal temperature of the electric drive is low is detrimental to the heat dissipation of the motor and IGBTs. Therefore, when the temperature of the motor and IGBTs rises to a certain level, the cooling water flow rate should be actively increased to ensure heat dissipation of the motor and IGBTs. At the same time, the heat generated by the motor or IGBTs should be actively reduced accordingly.

[0088] It should be noted that the third preset temperature in this application embodiment is the motor's limit temperature, and the fourth preset temperature is the IGBT's limit temperature. That is to say, when the current motor temperature is higher than the third preset temperature, or the current IGBT temperature is higher than the fourth preset temperature, or the current motor is in a fault state, the electric drive system needs to be controlled to exit active heating.

[0089] Furthermore, this application does not specifically limit the third and fourth preset temperatures. There are many ways to obtain these temperature values, and those skilled in the art can obtain them through a limited number of experiments.

[0090] For example, the vehicle controller first judges the current vehicle's motor fault status, motor temperature, IGBT temperature and other signals. When the motor is fault-free, the motor temperature is less than or equal to the third preset temperature and the IGBT temperature is less than or equal to the fourth preset temperature, it is determined that the electric drive system meets the active heating conditions and can respond normally to the vehicle heating request. If any signal is not met, it exits the active heating state and returns to the active heating state unavailable.

[0091] Therefore, the electric drive system identifies whether the vehicle is currently in a static or running state by judging signals such as motor speed, motor torque, and the actual gear position of the vehicle. It also judges signals such as motor fault status, motor temperature, and IGBT temperature. When the motor temperature and IGBT temperature are abnormal, it actively protects the motor and IGBT to ensure that the entire electric drive system operates in a safe state.

[0092] Those skilled in the art will understand that the actively controllable heat within the electric drive mainly comprises the motor and IGBTs. Therefore, the control algorithm in this application increases the heat generated by the motor and IGBTs by actively increasing the motor current, increasing the IGBT switching frequency, and reducing the IGBT dead time, and then assigns this heat to the thermal management system for processing. Furthermore, while maximizing the removal of heat generated within the electric drive and ensuring its internal safety when the cooling water flow is at its maximum, for a given amount of heat generated within the electric drive, a larger cooling water flow will inevitably result in a slower temperature rise, which is detrimental to heat transfer. Therefore, this application uses a smaller, optimal cooling water flow to quickly heat this portion of water to a higher temperature for use by the thermal management system when the temperature inside the electric drive is low.

[0093] It should be noted that the embodiments of this application set multiple inflection points for motor temperature and IGBT temperature. By comparing the current motor temperature and the current IGBT temperature with these inflection points, a suitable optimal heating strategy is matched. Based on the above embodiments, it can be understood that the corresponding heating strategy is to adjust the motor current, cooling water flow rate, IGBT switching frequency, and IGBT dead time according to the current motor and IGBT temperatures, so that the current motor and the current electric drive IGBT are in the optimal heating state.

[0094] Optionally, in some embodiments, matching the current optimal heating strategy based on the current motor temperature and IGBT temperature includes: determining whether the current motor temperature is less than or equal to a first preset threshold and whether the IGBT temperature is less than or equal to a second preset temperature; if the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is less than or equal to the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to a first current, the current motor D-axis current to a second current, the current electric drive cooling water flow rate to a first flow rate, the IGBT switching frequency to a first switching frequency, and the IGBT dead time to a first preset duration.

[0095] In this application embodiment, the setting of the first preset threshold and the second preset temperature of the inflection point of motor temperature and IGBT temperature can be obtained by those skilled in the art through specific prototype design parameters and actual experiments, and is not specifically limited here.

[0096] Specifically, upon receiving a heating request from the thermal management system, when the IGBT temperature of the electric drive is less than or equal to the second preset temperature and the motor temperature is less than or equal to the first preset threshold, the electric drive cooling water flow rate is set to a smaller optimal flow rate (obtained through calibration tests), and a larger optimal D-axis current and Q-axis current are given (torque output must be satisfied first during driving), a larger optimal IGBT switching frequency, and a smaller optimal IGBT dead time (to ensure that the IGBT will not be damaged by direct current) to obtain the maximum heat generation.

[0097] In addition, the motor current setting in this embodiment must meet the torque output during vehicle operation, and the optimal IGBT dead time must ensure that the IGBT will not be shot-through damaged.

[0098] Optionally, in some embodiments, matching the current optimal heating strategy based on the current motor temperature and IGBT temperature further includes: determining whether the current motor temperature is less than or equal to a first preset threshold and whether the IGBT temperature is greater than a second preset temperature; if the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is greater than the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to a first current, the current motor D-axis current to a second current, the current electric drive cooling water flow rate to a maximum flow rate, the IGBT switching frequency to a second switching frequency, and the IGBT dead time to a second preset duration, wherein the second switching frequency is less than or equal to the first switching frequency, and the second preset duration is greater than the first preset duration.

[0099] Wherein, the second switching frequency is the reduced switching frequency of the IGBT, and the second preset duration is the increased dead time of the IGBT. Therefore, in this embodiment of the application, the second switching frequency is less than or equal to the first switching frequency, and the second preset duration is greater than the first preset duration.

[0100] Specifically, when the motor temperature is less than or equal to the first preset threshold and the IGBT temperature is greater than the second preset temperature, the motor maintains the optimal D-axis current and Q-axis current, the electric drive cooling water flows at the maximum flow rate, the IGBT switching frequency is reduced, and the IGBT dead time is increased to slow down the IGBT temperature rise rate.

[0101] Optionally, in some embodiments, matching the current optimal heating strategy based on the current motor temperature and IGBT temperature further includes: determining whether the current motor temperature is greater than a first preset threshold and whether the IGBT temperature is less than or equal to a second preset temperature; if the current motor temperature is greater than the first preset threshold and the IGBT temperature is less than or equal to the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to a third current, the current motor D-axis current to a fourth current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to a first switching frequency, and the IGBT dead time to a first preset duration, wherein the third current is less than the first current and the fourth current is less than the second current.

[0102] The third current is the reduced Q-axis current, and the third current is less than the first current. The fourth current is the reduced D-axis current, and the fourth current is less than the second current.

[0103] Specifically, when the IGBT temperature is less than or equal to the second preset temperature and the motor temperature is greater than the first preset threshold, the optimal IGBT switching frequency and the optimal IGBT dead time are maintained, the electric drive cooling water flow is operated at the maximum flow rate, and the Q-axis current and the D-axis current are reduced to slow down the motor temperature rise rate.

[0104] Optionally, in some embodiments, matching the current optimal heating strategy based on the current motor temperature and IGBT temperature further includes: determining whether the current motor temperature is greater than a first preset threshold and whether the IGBT temperature is greater than a second preset temperature; if the current motor temperature is greater than the first preset threshold and the IGBT temperature is greater than the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to the fifth current, the current motor D-axis current to the sixth current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to the third switching frequency, and the IGBT dead time to the third preset duration, wherein the fifth current is less than the third current, the sixth current is less than the fourth current, the third switching frequency is less than or equal to the second switching frequency, and the third preset duration is greater than or equal to the second preset duration.

[0105] Among them, the fifth current is the Q-axis current after further reduction, and the fifth current is less than the third current; the sixth current is the D-axis current after further reduction, and the sixth current is less than the fourth current; the third switching frequency is the IGBT switching frequency after further reduction, and the third switching frequency is less than or equal to the second switching frequency; the third preset duration is the IGBT dead time after further increase, and the third preset duration is greater than or equal to the second preset duration.

[0106] Specifically, when the IGBT temperature is greater than the second preset temperature and the motor temperature is greater than the first preset threshold, the electric drive cooling water flow rate is set to the maximum flow rate, the IGBT switching frequency is reduced, the IGBT dead time is increased, and the Q-axis current and D-axis current are reduced to slow down the temperature rise rate of the IGBT and the motor.

[0107] To enable those skilled in the art to further understand the heat generation control method of the drive motor according to the embodiments of this application, the following detailed description is provided in conjunction with specific embodiments.

[0108] Specifically, Figure 2 This is a schematic diagram of the process of controlling the heating of the drive motor according to an embodiment of this application, as shown below. Figure 2 As shown, in this embodiment, the first preset threshold for the temperature inflection point is set to T1, the second preset temperature is set to T2, the third preset temperature T3 is the motor's limit temperature, the fourth preset temperature T4 is the IGBT's limit temperature, and the first current is Iq. best (Optimal D-axis current), the second current is Id best (Optimal Q-axis current), first flow rate is L best (Optimal cooling water flow rate), the first switching frequency is f best (Optimal IGBT switching frequency), first preset duration is T best (Optimal IGBT dead time), maximum flow rate of electric drive cooling water is L max The IGBT switching frequency is f, the IGBT dead time is T, and the Q-axis current is I. q The D-axis current is I d .

[0109] The electric drive heat and cooling water flow control strategy in this application includes the following steps:

[0110] Step S201: Determine whether the current vehicle has issued a heating request. If a heating request has been issued, proceed to step S202; otherwise, proceed to step S210, exit the heating process, and end the procedure.

[0111] Step S202: Judge the signals such as motor fault status, motor temperature, and IGBT temperature. When the motor is fault-free, the motor temperature T... Mot≤T3, IGBT temperature T IGBT When T4 is less than or equal to 4, it is determined that the electric drive system meets the active heating conditions and can respond normally to the vehicle heating request. If any signal is not met, the active heating state is exited and the active heating state is returned to unavailable, i.e., step S210 is executed.

[0112] Step S203: After receiving a heating request from the thermal management system, when the IGBT temperature T of the electric drive... IGBT ≤T1 and motor temperature T Mot If the value is less than or equal to T2, proceed to step S204; otherwise, proceed to step S205.

[0113] Step S204, the electric drive cooling water flow rate is at a smaller optimal flow rate L best Run (obtained through calibration tests), given a relatively large optimal D-axis current Id best Q-axis current Iq best (During driving, torque output must be satisfied first), requiring a larger optimal IGBT switching frequency f. best and a smaller optimal IGBT dead time T best (Ensure the IGBTs are not damaged by a shoot-through) to achieve maximum heat generation. Proceed to step S201 to determine if the vehicle needs to update its heating request.

[0114] Step S205, when the motor temperature T Mot ≤T2, IGBT temperature T IGBT If T1 is reached, then step S206 is executed; otherwise, step S207 is executed.

[0115] Step S206: Maintain the optimal D-axis current Id best Q-axis current Iq best The electric drive cooling water flow rate is at the maximum flow rate L max Run the program, reduce the IGBT switching frequency f, and increase the IGBT dead time T to slow down the IGBT temperature rise rate. Continue to step S201 to determine whether the vehicle needs to update the heating request.

[0116] Step S207, when the IGBT temperature T IGBT ≤T1, motor temperature T Mot If T2 is reached, proceed to step S208; otherwise, proceed to step S209.

[0117] Step S208: Maintain the optimal IGBT switching frequency f best And the optimal IGBT dead time T best The electric drive cooling water flow rate is at the maximum flow rate L max Run and reduce the Q-axis current I q Reduce D-axis current I dThis slows down the rate of temperature rise in the motor. Proceed to step S201 to determine if the vehicle needs to update its heating request.

[0118] Step S209, at IGBT temperature T IGBT >T1, Motor temperature T Mot At time T2, the electric drive cooling water flow rate is at its maximum flow rate L. max To improve performance, reduce the IGBT switching frequency f, increase the IGBT dead time T, and decrease the Q-axis current I. q Reduce D-axis current I d This slows down the temperature rise of the IGBT and motor. Proceed to step S201 to determine if the vehicle needs to update its heating request.

[0119] Optionally, in some embodiments, the first current, the second current, the third current, the fourth current, the fifth current, and the sixth current are all determined by the current temperature of the motor; the first switching frequency, the second switching frequency, the third switching frequency, the first cycle, the first preset duration, the second preset duration, and the third preset duration are all determined by the current IGBT temperature of the electric drive.

[0120] In other words, the cooling water flow rate, D-axis current, Q-axis current, IGBT switching frequency, and dead time provided in the above embodiments of this application are all obtained by querying a two-dimensional table of IGBT temperature and motor temperature, and the specific values ​​are obtained through calibration tests. In particular, before the turning point of motor temperature and IGBT temperature (first preset threshold, second preset temperature), the electric drive cooling water flow rate is gradually increased in advance to ensure the safety of the internal components of the electric drive.

[0121] For example, Figures 3-7 This is a schematic diagram of a two-dimensional query table provided in an embodiment of this application, wherein, Figure 3 This is a schematic diagram of the electric drive cooling water flow lookup representation provided in the embodiments of this application. Figure 4 This is a schematic diagram of the D-axis current lookup representation provided in the embodiments of this application. Figure 5 This is a schematic diagram of the Q-axis current lookup representation provided in the embodiments of this application. Figure 6 This is a schematic diagram of the IGBT switching frequency lookup representation provided in the embodiments of this application. Figure 7 This diagram illustrates the IGBT dead-time lookup table provided in this embodiment. Furthermore, this application does not impose specific limitations on the aforementioned two-dimensional table; those skilled in the art can set it according to actual circumstances.

[0122] Therefore, the embodiments of this application fully utilize the heat generated by the motor and IGBT switching transistors, and increase the control of the cooling water flow inside the electric drive. Simultaneously, it actively protects the motor and IGBT when their temperatures are abnormal. This application simplifies the heat control algorithm for the drive motor, ensuring heat output, heat transfer efficiency, and internal safety of the electric drive. It flexibly and effectively utilizes the heat generated by the components of the electric vehicle itself, reducing the overall system cost.

[0123] The heat control method for a drive motor proposed in this application determines whether a heating request has been received. Upon receiving a heating request, the method acquires the current temperature of the motor and the current temperature of the IGBT in the electric drive system. Based on these temperatures, it matches the current optimal heating strategy for the electric drive system and adjusts the current current of the motor and the cooling water flow rate of the electric drive according to this optimal heating strategy, ensuring that both the motor and the IGBT are in optimal heating conditions. This solves the problems in related technologies, such as complex heat control algorithms for drive motors, and the inability to guarantee heating power, heat transfer efficiency, and internal safety of the electric drive. It flexibly and effectively utilizes the heat generated by the components of the electric vehicle itself, reducing the overall system cost.

[0124] Next, referring to the accompanying drawings, a heat control device for a drive motor according to an embodiment of this application is described.

[0125] Figure 8 This is a block diagram of the heating control device for the drive motor according to an embodiment of this application.

[0126] like Figure 8 As shown, the heat control device 10 for the drive motor includes: a judgment module 100, a matching module 200, and a control module 300.

[0127] The system includes a judgment module 100 for determining whether a heating request has been received; a matching module 200 for obtaining the current temperature of the motor and the current temperature of the IGBT of the electric drive when a heating request is received, and matching the current optimal heating strategy of the electric drive system based on the current temperature of the motor and the IGBT; and a control module 300 for adjusting the current current of the motor and the cooling water flow of the electric drive based on the current optimal heating strategy, so that both the motor and the IGBT of the electric drive are in the optimal heating state.

[0128] Optionally, in some embodiments, the matching module 200 further includes a first judgment unit and a first adjustment unit.

[0129] The first judgment unit is used to determine whether the current motor temperature is less than or equal to a first preset threshold and whether the IGBT temperature is less than or equal to a second preset temperature; the first adjustment unit is used to determine the optimal heating strategy when the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is less than or equal to the second preset temperature, by adjusting the current motor Q-axis current to a first current, the current motor D-axis current to a second current, the current electric drive cooling water flow rate to a first flow rate, the IGBT switching frequency to a first switching frequency, and the IGBT dead time to a first preset duration.

[0130] Optionally, in some embodiments, the matching module 200 further includes: a second judgment unit and a second adjustment unit.

[0131] The second judgment unit is used to determine whether the current motor temperature is less than or equal to the first preset threshold and whether the IGBT temperature is greater than the second preset temperature. The second adjustment unit is used to determine the optimal heating strategy when the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is greater than the second preset temperature. The optimal strategy is to adjust the current motor Q-axis current to the first current, the current motor D-axis current to the second current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to the second switching frequency, and the IGBT dead time to the second preset duration. The second switching frequency is less than or equal to the first switching frequency, and the second preset duration is greater than the first preset duration.

[0132] Optionally, in some embodiments, the matching module 200 further includes a third judgment unit and a third adjustment unit.

[0133] The third judgment unit is used to determine whether the current motor temperature is greater than the first preset threshold and whether the IGBT temperature is less than or equal to the second preset temperature. The third adjustment unit is used to determine the optimal heating strategy when the current motor temperature is greater than the first preset threshold and the IGBT temperature is less than or equal to the second preset temperature. The optimal strategy is to adjust the current motor Q-axis current to the third current, the current motor D-axis current to the fourth current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to the first switching frequency, and the IGBT dead time to the first preset duration. The third current is less than the first current, and the fourth current is less than the second current.

[0134] Optionally, in some embodiments, the matching module 200 further includes a fourth judgment unit and a fourth adjustment unit.

[0135] The fourth judgment unit is used to determine whether the current motor temperature is greater than the first preset threshold and whether the IGBT temperature is greater than the second preset temperature. The fourth adjustment unit is used to determine the optimal heating strategy when the current motor temperature is greater than the first preset threshold and the IGBT temperature is greater than the second preset temperature. The optimal strategy is to adjust the current motor Q-axis current to the fifth current, the current motor D-axis current to the sixth current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to the third switching frequency, and the IGBT dead time to the third preset duration. The fifth current is less than the third current, the sixth current is less than the fourth current, the third switching frequency is less than or equal to the second switching frequency, and the third preset duration is greater than or equal to the second preset duration.

[0136] Optionally, in some embodiments, the first current, the second current, the third current, the fourth current, the fifth current, and the sixth current are all determined by the current temperature of the motor; the first switching frequency, the second switching frequency, the third switching frequency, the first flow rate, the first preset duration, the second preset duration, and the third preset duration are all determined by the current IGBT temperature of the electric drive.

[0137] Optionally, in some embodiments, before matching the current optimal heating strategy of the current electric drive system based on the current motor temperature and IGBT temperature, the matching module 200 further includes: a fifth judgment unit and a fifth adjustment unit.

[0138] The fifth judgment unit is used to determine whether the current motor temperature is greater than the third preset temperature, or the IGBT temperature is greater than the fourth preset temperature, or the current motor is in a fault state; the fifth adjustment unit is used to control the electric drive system to exit active heating when the current motor temperature is greater than the third preset temperature, or the IGBT temperature is greater than the fourth preset temperature, or the current motor is in a fault state.

[0139] It should be noted that the foregoing explanation of the embodiment of the heat control method for the drive motor also applies to the heat control device for the drive motor in this embodiment, and will not be repeated here.

[0140] The heat control device for the drive motor proposed in this application determines whether a heating request has been received. Upon receiving a heating request, it acquires the current temperature of the motor and the current temperature of the IGBT in the electric drive system. Based on these temperatures, it matches the current optimal heating strategy for the electric drive system and adjusts the current current of the motor and the cooling water flow rate of the electric drive according to this optimal heating strategy, ensuring that both the motor and the IGBT are in optimal heating conditions. This solves the problems in related technologies, such as complex heat control algorithms for drive motors, and the inability to guarantee heating power, heat transfer efficiency, and internal safety of the electric drive. It flexibly and effectively utilizes the heat generated by the components of the electric vehicle itself, reducing the overall system cost.

[0141] Figure 9 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0142] The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0143] When the processor 902 executes the program, it implements the heat control method for the drive motor provided in the above embodiments.

[0144] Furthermore, the vehicle also includes:

[0145] Communication interface 903 is used for communication between memory 901 and processor 902.

[0146] The memory 901 is used to store computer programs that can run on the processor 902.

[0147] The memory 901 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0148] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 9 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0149] Optionally, in a specific implementation, if the memory 901, processor 902, and communication interface 903 are integrated on a single chip, then the memory 901, processor 902, and communication interface 903 can communicate with each other through an internal interface.

[0150] The processor 902 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0151] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for controlling the heat generation of a drive motor.

[0152] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0153] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0154] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0155] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0156] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0157] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0158] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0159] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling the heat generation of a drive motor, characterized in that, Includes the following steps: Determine if a heating request has been received; If the heating request is received, the current temperature of the motor and the current temperature of the IGBT of the electric drive are obtained, and the current optimal heating strategy of the electric drive system is matched according to the current temperature of the motor and the IGBT. as well as Adjust the current of the current motor and the cooling water flow of the current electric drive according to the current optimal heating strategy, so that the IGBTs of the current motor and the current electric drive are both in the optimal heating state; The step of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature includes: Determine whether the current motor temperature is less than or equal to a first preset threshold, and whether the IGBT temperature is less than or equal to a second preset temperature; If the current motor temperature is less than or equal to the first preset threshold, and the IGBT temperature is less than or equal to the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to a first current, the current motor D-axis current to a second current, the current electric drive cooling water flow rate to a first flow rate, the IGBT switching frequency to a first switching frequency, and the IGBT dead time to a first preset duration. The method of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature further includes: Determine whether the current motor temperature is less than or equal to the first preset threshold, and whether the IGBT temperature is greater than the second preset temperature; If the current motor temperature is less than or equal to the first preset threshold and the IGBT temperature is greater than the second preset temperature, then the current optimal heating strategy is to adjust the current motor Q-axis current to the first current, the current motor D-axis current to the second current, the current electric drive cooling water flow rate to the maximum flow rate, the IGBT switching frequency to the second switching frequency, and the IGBT dead time to the second preset duration, wherein the second switching frequency is less than or equal to the first switching frequency, and the second preset duration is greater than the first preset duration.

2. The method according to claim 1, characterized in that, The method of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature further includes: Determine whether the current motor temperature is greater than the first preset threshold and whether the IGBT temperature is less than or equal to the second preset temperature; If the current motor temperature is greater than the first preset threshold, and the IGBT temperature is less than or equal to the second preset temperature, then the current optimal heating strategy is to adjust the current motor's Q-axis current to a third current, the current motor's D-axis current to a fourth current, the current electric drive's cooling water flow rate to the maximum flow rate, the IGBT's switching frequency to the first switching frequency, and the IGBT's dead time to the first preset duration, wherein the third current is less than the first current, and the fourth current is less than the second current.

3. The method according to claim 2, characterized in that, The method of matching the current optimal heating strategy based on the current motor temperature and the IGBT temperature further includes: Determine whether the current motor temperature is greater than the first preset threshold and whether the IGBT temperature is greater than the second preset temperature; If the current motor temperature is greater than the first preset threshold and the IGBT temperature is greater than the second preset temperature, then the current optimal heating strategy is to adjust the current motor's Q-axis current to the fifth current, the current motor's D-axis current to the sixth current, the current electric drive's cooling water flow rate to the maximum flow rate, the IGBT's switching frequency to the third switching frequency, and the IGBT's dead time to the third preset duration, wherein the fifth current is less than the third current, the sixth current is less than the fourth current, the third switching frequency is less than or equal to the second switching frequency, and the third preset duration is greater than or equal to the second preset duration.

4. The method according to claim 3, characterized in that, The first current, the second current, the third current, the fourth current, the fifth current, and the sixth current are all determined by the current temperature of the motor; The first switching frequency, the second switching frequency, the third switching frequency, the first flow rate, the first preset duration, the second preset duration, and the third preset duration are all determined by the current IGBT temperature of the electric drive.

5. The method according to claim 1, characterized in that, Before matching the current optimal heat dissipation strategy of the current electric drive system based on the current motor temperature and the IGBT temperature, the following steps are also included: Determine whether the current motor temperature is greater than a third preset temperature, or whether the IGBT temperature is greater than a fourth preset temperature, or whether the current motor is in a fault state; If the current motor temperature is greater than the third preset temperature, or the IGBT temperature is greater than the fourth preset temperature, or the current motor is in a fault state, then the electric drive system is controlled to exit active heating.

6. A heating control device for a drive motor, characterized in that, A method for controlling the heat generation of a drive motor as described in any one of claims 1-5, comprising: The judgment module is used to determine whether a heating request has been received; A matching module is configured to, upon receiving the heating request, acquire the current temperature of the motor and the current IGBT temperature of the electric drive, and match the current optimal heating strategy for the electric drive system based on the current motor temperature and the IGBT temperature; and The control module is used to adjust the current of the current motor and the cooling water flow of the current electric drive according to the current optimal heating strategy, so that the IGBTs of the current motor and the current electric drive are both in the optimal heating state.

7. A vehicle, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the heat control method for the drive motor as described in any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the heat control method for the drive motor as described in any one of claims 1-5.

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