Cooling system for driving motor of new energy electric vehicle and control method

Abstract

The invention discloses a cooling system of a new energy electric vehicle driving motor and a control method, and mainly relates to the technical field of new energy electric vehicle motor control. Comprising a power battery, an all-in-one controller, a driving motor, an electric compressor, a condenser, a whole vehicle controller, a cooling pipeline, a low-voltage wire harness, a hard wire, a CAN bus and a high-voltage wire harness, and the power battery, the all-in-one controller, the driving motor and the electric compressor are connected through the high-voltage wire harness; the power battery, the all-in-one controller, the electric compressor and the whole vehicle controller are connected through a CAN bus. The all-in-one controller is connected with the driving motor through a hard wire; the electric compressor, the driving motor and the condenser are connected through a cooling pipeline, and a cooling medium is contained in the cooling pipeline. The invention has the beneficial effects that the cooling efficiency of the driving motor is improved, the power density and the torque density of the motor can be further improved, and the functional requirements of large power and large torque of a small motor are met.

Description

Technical Field

[0001] The present invention relates to the technical field of motor control for new energy electric vehicles, and in particular to a cooling system and a control method for a drive motor for a new energy electric vehicle. Background Art

[0002] At present, new energy vehicles are developing rapidly, and electric vehicles have received widespread attention. As one of the most core components, the power, temperature rise and safety of the drive motor have always been the focus of attention and controversy. Regarding the temperature rise characteristics of the drive motor, if the internal temperature of the motor rises too high, it will not only shorten the life of the insulation material inside the motor, but also reduce the operating efficiency of the motor, increase the heat generation, and cause the motor temperature to rise further, forming a vicious cycle, seriously affecting the life of the motor and the safety of the motor operation. An efficient heat dissipation system to suppress the temperature rise of the motor is the key to the development of the motor towards high efficiency, high stability and high reliability.

[0003] At present, the new energy electric vehicle drive motors on the market mainly have air cooling, indirect coolant cooling, and direct oil cooling. Although air cooling is simple and light, its cooling effect is average and can only be applied to small drive motors within 10kW. Coolant cooling and oil cooling have higher cooling efficiency than air cooling and can effectively control the temperature of the drive motor, but the cooling efficiency is still not very high, resulting in the inability to further improve the torque density and power density of the drive motor.

[0004] Therefore, there is an urgent need for a cooling system for a drive motor of a new energy electric vehicle to solve the above problems. Summary of the invention

[0005] The purpose of the present invention is to provide a cooling system and control method for a new energy electric vehicle drive motor, which improves the cooling efficiency of the drive motor, and can further improve the power density and torque density of the motor, thereby achieving the functional requirements of a small motor with high power and high torque.

[0006] In order to achieve the above object, the present invention is implemented through the following technical solutions:

[0007] A cooling system for a new energy electric vehicle drive motor, comprising: a power battery, an all-in-one controller, a drive motor, an electric compressor, a condenser, a vehicle controller, a cooling pipeline, a low-voltage wiring harness, a hard wire, a CAN bus and a high-voltage wiring harness;

[0008] The power battery, all-in-one controller, drive motor and electric compressor are connected by a high-voltage wiring harness;

[0009] The power battery, all-in-one controller, electric compressor and vehicle controller are connected by CAN bus;

[0010] The all-in-one controller and the drive motor are connected by hard wire;

[0011] The condenser is provided with an electronic fan, the all-in-one controller is provided with a DCDC power intake port, and the electronic fan is connected to the DCDC power intake port through a low-voltage wiring harness;

[0012] The electric compressor, the driving motor and the condenser are connected by a cooling pipeline, and the cooling pipeline contains a cooling medium.

[0013] Preferably, the all-in-one controller comprises: a motor controller, a motor controller pre-charging circuit, a DC-DC converter, a DC-DC converter pre-charging circuit and a power port for an electric compressor;

[0014] The motor controller is used to: invert the high-voltage direct current of the power battery into high-voltage three-phase alternating current to power the drive motor, and collect the temperature of the internal winding of the motor in real time;

[0015] The motor controller pre-charging circuit and the DC-DC converter pre-charging circuit are used to: protect the contactor in the circuit;

[0016] The electric compressor power intake port is used to: shunt the battery current to power the compressor;

[0017] The DC-DC converter is used to convert the high voltage part of the power battery into a 12V low voltage of the whole vehicle to supply power to the condenser electronic fan.

[0018] Preferably, the power battery is an energy storage unit, which is used to supply power to the drive motor, the electric compressor and the electronic fan of the condenser; the electric compressor is a power unit, which is used to provide power for completing the refrigeration cycle and adjusting the refrigeration power.

[0019] Preferably, the driving motor is a heating unit, and the heating unit includes: a motor winding, a silicon steel sheet and a magnetic steel.

[0020] Preferably, the vehicle controller is an information processing unit, which is used to adjust the output power of the electric compressor according to the motor winding temperature information collected by the all-in-one controller and the SOC vertical and output power demand instructions sent by the power battery.

[0021] Preferably, the high-voltage wiring harness is used to: provide a path for the transmission of high-voltage energy;

[0022] The cooling pipeline is used to: provide a path for the circulation of the cooling medium;

[0023] The CAN bus is used to: provide a path for low-voltage communication of the system;

[0024] The hard line is used to provide a path for transmitting motor winding temperature data.

[0025] Preferably, a control method for a cooling system of a drive motor of the above-mentioned new energy electric vehicle comprises the following steps:

[0026] S1: All-in-one controller collects the temperature of the drive motor in real time;

[0027] S2: The all-in-one controller transmits the collected drive motor temperature information to the vehicle controller for processing and analysis;

[0028] S3: The vehicle controller sends an output power demand instruction to the electric compressor based on the analysis and processing results.

[0029] Preferably, the step S1 specifically includes: the all-in-one controller and the drive motor use hard-wired communication to monitor the temperature of the motor winding in the drive motor in real time.

[0030] Preferably, the step S2 is specifically as follows: the all-in-one controller transmits the collected temperature of the motor winding to the vehicle controller, and after comparing it with the maximum temperature threshold pre-stored in the vehicle controller, the vehicle controller executes step S3.

[0031] Preferably, the step S3 is specifically as follows: the vehicle controller sends a power demand instruction to the electric compressor, and the electric compressor timely adjusts its own output power according to the power demand instruction, that is, adjusts the cooling and heat exchange power.

[0032] Compared with the prior art, the beneficial effects of the present invention are:

[0033] The indirect cooling liquid cooling system and direct oil cooling system are upgraded to phase change cooling system, using low boiling point and high insulation coefficient cooling medium (such as Freon), through the electric compressor, the low temperature and low pressure liquid cooling medium is passed into the motor, the cooling medium is in direct contact with the heating components such as windings, silicon steel sheets, magnetic steel, etc., can absorb a large amount of heat and vaporize, the vaporized cooling medium is compressed by the electric compressor, and becomes a high pressure and high temperature liquid, enters the condenser and exchanges heat with the outside atmosphere, so as to realize the efficient heat dissipation of the new source motor by using the gas-liquid phase change cycle of the cooling medium. The mass heat capacity and thermal conductivity of the cooling medium are much higher than those of water medium and oil medium, and there is a gas-liquid phase change phenomenon in the heat exchange process, so the cooling efficiency of this new cooling system is much higher than that of the indirect water cooling system and the direct oil cooling system. This efficient cooling method can further improve the power density and torque density of the motor, and realize the functional requirements of small motors with high power and high torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram of the system structure of the present invention.

[0035] Figure 2 It is a flow chart of the method of the present invention.

[0036] Figure 3 This is a curve diagram of the output power of the electric compressor when the power battery SOC is greater than 20% according to the present invention.

[0037] Figure 4 This is a curve diagram of the output power of the electric compressor when the SOC of the power battery of the present invention is ≤20%.

[0038] Numbers shown in the accompanying drawings:

[0039] 1. Power battery; 2. All-in-one controller; 3. Vehicle controller; 4. Low-voltage wiring harness; 5. Condenser; 6. Condensation pipeline; 7. High-voltage wiring harness; 8. Drive motor; 9. Hard wire; 10. Electric compressor; 11. CAN bus. DETAILED DESCRIPTION

[0040] The present invention will be further described below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not intended to limit the scope of the present invention. In addition, it should be understood that after reading the content taught by the present invention, those skilled in the art can make various changes or modifications to the present invention, and these equivalent forms fall within the scope limited by the application equally.

[0041] In the present invention, terms such as "upper", "lower", "left", "right", "front", "back", "vertical", "horizontal", "side", "bottom", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are relational words determined only for the convenience of describing the structural relationships of the various parts or elements of the present invention, and do not specifically refer to any part or element in the present invention and should not be understood as limitations on the present invention.

[0042] In the present invention, terms such as "fixed connection", "connected", "connection", etc. should be understood in a broad sense, indicating that it can be fixedly connected, integrally connected or detachably connected; it can be directly connected or indirectly connected through an intermediate medium. Relevant scientific research or technical personnel in this field can determine the specific meanings of the above terms in the present invention according to specific circumstances, and they should not be understood as limiting the present invention.

[0043] Embodiment 1:

[0044] like Figure 1 As shown, a cooling system for a new energy electric vehicle drive motor includes: a power battery, an all-in-one controller, a drive motor, an electric compressor, a condenser, a vehicle controller, a cooling pipeline, a low-voltage wiring harness, a hard wire, a CAN bus and a high-voltage wiring harness;

[0045] The power battery, all-in-one controller, drive motor and electric compressor are connected by a high-voltage wiring harness;

[0046] The power battery, all-in-one controller, electric compressor and vehicle controller are connected by CAN bus;

[0047] The all-in-one controller and the drive motor are connected by hard wire;

[0048] The condenser is provided with an electronic fan, the all-in-one controller is provided with a DCDC power intake port, and the electronic fan is connected to the DCDC power intake port through a low-voltage wiring harness;

[0049] The electric compressor, the driving motor and the condenser are connected by a cooling pipeline, and the cooling pipeline contains a cooling medium.

[0050] Among them, the power battery is an energy storage unit, which provides high voltage electricity for the drive motor and electric compressor, and low voltage electricity for the condenser electronic fan.

[0051] The electric compressor is the power source of the cooling system, and its main function is to realize the refrigeration cycle and adjust the refrigeration power. The condenser is the heat exchange place;

[0052] The vehicle controller is an information processing unit that, based on the motor winding temperature information collected by the all-in-one controller, issues an output power demand instruction for the electric compressor and adjusts the output power of the electric compressor in real time;

[0053] The driving motor is a heating unit;

[0054] The high-voltage wiring harness provides a path for the transmission of high-voltage energy, and the cooling pipeline provides a path for the circulation of the cooling medium;

[0055] The power battery and the all-in-one controller are connected by a high-voltage wire harness, which transmits energy to the all-in-one controller through the high-voltage wire harness, and then the all-in-one controller shunts the power. The all-in-one controller and the high-voltage part of the 8-drive motor are connected by 7 high-voltage wires, and the drive motor is provided with three-phase AC power by the MCU in the all-in-one controller. The electric compressor and the all-in-one controller are connected by 7 high-voltage wire harnesses, that is, the energy of the electric compressor comes from the battery shunt of the all-in-one controller.

[0056] like Figure 2 As shown, a control method for a cooling system of a drive motor of the above-mentioned new energy electric vehicle comprises the following steps:

[0057] S1: All-in-one controller collects the temperature of the drive motor in real time;

[0058] S2: The all-in-one controller transmits the collected drive motor temperature information to the vehicle controller for processing and analysis;

[0059] S3: The vehicle controller sends an output power demand instruction to the electric compressor based on the analysis and processing results.

[0060] Among them, the all-in-one controller and the drive motor use hard-wired communication to collect the motor winding temperature in real time. The all-in-one controller and the vehicle controller are connected by CAN bus, and the motor winding temperature is transmitted to the vehicle controller in real time. The vehicle controller adjusts the output power of the electric compressor according to the temperature; the electric compressor and the vehicle controller are connected by CAN bus. The electric compressor adjusts its own output power in real time through the power demand instruction sent by the vehicle controller, that is, adjusts the cooling and heat exchange power; the DCDC converter in the all-in-one controller converts the high voltage part of the power battery into the 12V low voltage of the vehicle, and supplies power to the low-voltage electrical appliances of the vehicle, including the condenser electronic fan;

[0061] The drive motor, compressor, condenser and cooling pipeline all contain cooling medium: Freon.

[0062] The cooling medium realizes heat exchange and gas-liquid phase change in the cooling system, thereby taking away the heat energy of the drive motor windings, silicon steel sheets and magnetic steel, and transferring the heat to the atmosphere through the condenser.

[0063] The detailed working principle is as follows: This new cooling system uses the phase change cycle of low-boiling point and high-insulation coefficient cooling medium to achieve efficient cooling of the motor. When the low-boiling point and high-insulation coefficient low-temperature and low-pressure liquid cooling medium (such as Freon) contacts the heat-generating components in the motor, the cooling medium absorbs a large amount of heat and vaporizes to form a high-temperature and low-pressure gaseous cooling medium, which is then compressed by the electric compressor and becomes a high-temperature and high-pressure gaseous cooling medium. After passing through the condenser 5, it dissipates a large amount of heat and becomes a low-temperature and high-pressure liquid cooling medium. It enters the motor again through the cooling pipeline and absorbs heat to become a high-temperature and low-pressure gaseous cooling medium. This reciprocating cycle is used to achieve efficient heat dissipation of the motor by using the gas-liquid phase change cycle of the cooling medium. That is, the low-boiling point and high-insulation coefficient low-temperature and low-pressure liquid cooling medium enters the drive motor through the liquid inlet, and the cooling medium is in full contact with the silicon steel sheet, magnetic steel and winding inside the drive motor. At this time, the cooling medium absorbs a large amount of heat and begins to vaporize. The vaporized cooling medium enters the electric compressor through the liquid outlet of the drive motor 8. After being compressed by the electric compressor, it becomes a high-temperature, high-pressure gaseous cooling medium. After the circulation power of the electric compressor, the high-temperature, high-pressure gaseous cooling medium enters the condenser through the cooling pipeline, exchanges heat with the outside atmosphere, and becomes a low-temperature, high-pressure liquid cooling medium. Then, through the cooling pipeline, it enters the drive motor again, exchanges heat with the heating element inside the motor, and becomes a high-temperature, low-pressure gaseous cooling medium after absorbing heat. In this reciprocating cycle, the gas-liquid phase change cycle of the cooling medium is used to achieve efficient heat dissipation of the motor. The cooling efficiency of this cooling system is significantly higher than that of oil cooling and water external cooling.

[0064] The power battery is connected to the all-in-one controller through a high-voltage wiring harness, which is a high-voltage power flow. The power battery is connected to the vehicle controller through the CAN bus, which is an information flow. The power battery has a pre-charging circuit inside, which includes three electrical components: a pre-charging resistor, a pre-charging relay, and a main positive relay. The function of the pre-charging circuit is to prevent the main positive relay from burning out due to excessive transient current when the relay is closed.

[0065] The all-in-one controller is connected to the power battery through a high-voltage wiring harness, which is a high-voltage power flow. The all-in-one controller is connected to the drive motor through a high-voltage wiring harness, which is a high-voltage power flow. The all-in-one controller is connected to the drive motor through a hard wire, which is an information flow. The all-in-one controller is connected to the vehicle controller through the CAN bus, which is an information flow. The all-in-one controller integrates power devices such as the DC-DC converter DCDC and the motor controller MCU. The DC-DC converter DCDC converts the high voltage of the power battery into the 12V low voltage of the vehicle to power the condenser electronic fan. The motor controller MCU inverts the DC power of the power battery into three-phase AC power to power the motor. The all-in-one controller has its own DCDC pre-charging circuit and MCU pre-charging circuit to prevent the relay from burning out due to excessive transient current when the relay is closed.

[0066] The drive motor is connected to the multi-in-one controller through a high-voltage wire harness, which is a high-voltage power flow. The drive motor is connected to the multi-in-one controller through a hard wire, which is an information flow, and transmits the temperature of its own winding to the multi-in-one controller in real time.

[0067] The electric compressor is connected to the all-in-one controller through a high-voltage wire harness, which is a high-voltage power flow. The electric compressor is connected to the vehicle controller through the CAN bus, which is an information flow. The vehicle controller sends a power demand instruction to the electric compressor based on the real-time temperature of the motor sent by the all-in-one controller. The electric compressor intelligently adjusts its own cooling power according to the instruction, thereby achieving efficient and energy-saving heat dissipation.

[0068] The condenser electronic fan is connected to the all-in-one controller through a low-voltage wiring harness, which is a low-voltage power flow.

[0069] The vehicle controller is connected to the all-in-one controller and the power battery management system BMS through the CAN bus, both of which are information flows. According to the real-time temperature of the motor windings started by the all-in-one controller and the SOC value sent by the battery management system BMS, the vehicle controller sends a power request instruction to the electric compressor, and the electric compressor intelligently adjusts its output power according to the power request instruction, thereby achieving efficient and energy-saving heat dissipation.

[0070] like Figure 4As shown, when the battery SOC is greater than 20%, if the winding temperature of the drive motor is within the range of 0-60℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is moderate and no heat dissipation is required. If the winding temperature of the drive motor reaches 70℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is slightly high, and output a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 0.5kW. If the winding temperature of the drive motor reaches 80℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is slightly high, and output a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 1.0kW. If the winding temperature of the drive motor reaches 90℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is high, and output a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 1.5kW. If the winding temperature of the drive motor reaches 100℃, the all-in-one controller will feed back the temperature to the vehicle controller. The vehicle controller determines that the motor temperature is high and outputs a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 2.0kW. If the winding temperature of the drive motor reaches 110℃, the all-in-one controller will feed back the temperature to the vehicle controller. The vehicle controller determines that the motor temperature is very high and outputs a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 2.5kW. If the winding temperature of the drive motor reaches 120℃, the all-in-one controller will feed back the temperature to the vehicle controller. The vehicle controller determines that the motor temperature is extremely high and sends a power reduction command to the all-in-one controller to reduce the motor power. At the same time, it outputs a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 3.0kW, reaching the maximum cooling capacity.

[0071] Assuming the output power of the electric compressor is y and the motor temperature is x, the curve graph is converted into a mathematical model as follows:

[0072] y=0 (0≤x<70)

[0073] y=0.05x-3 (70≤x≤120).

[0074] Embodiment 2:

[0075] When the battery SOC≤20%, if the winding temperature of the drive motor is in the range of 0-60℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is moderate and no heat dissipation is required. If the winding temperature of the drive motor reaches 70℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is slightly high, and output a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 0.2kW. If the winding temperature of the drive motor reaches 80℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is slightly high, and output a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 0.4kW. If the winding temperature of the drive motor reaches 90℃, the all-in-one controller will feed back the temperature to the vehicle controller, and the vehicle controller will determine that the motor temperature is high, and output a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 0.6kW. If the winding temperature of the drive motor reaches 100℃, the all-in-one controller will feed back the temperature to the vehicle controller. The vehicle controller determines that the motor temperature is high, and sends a power reduction command to the all-in-one controller to reduce the motor power. At the same time, it outputs a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 0.8kW. If the winding temperature of the drive motor reaches 110℃, the all-in-one controller will feed back the temperature to the vehicle controller. The vehicle controller determines that the motor temperature is very high, and sends a power reduction command to the all-in-one controller to reduce the motor power. At the same time, it outputs a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 1.0kW. If the winding temperature of the drive motor reaches 120℃, the all-in-one controller will feed back the temperature to the vehicle controller. The vehicle controller determines that the motor temperature is extremely high, and sends a power reduction command to the all-in-one controller to reduce the motor power. At the same time, it outputs a PWM duty cycle signal to the electric compressor to drive the compressor to work. At this time, the compressor power is 1.0kW.

[0076] Assuming the output power of the electric compressor is y and the motor temperature is x, the curve graph is converted into a mathematical model as follows:

[0077] y=0 (0≤x<70)

[0078] y=0.02x-1.2 (70≤x≤110).

Claims

1. A cooling system for a new energy electric vehicle drive motor, characterized in that: include: Power battery, all-in-one controller, drive motor, electric compressor, condenser, vehicle controller, cooling line, low-voltage wiring harness, hard wire, CAN bus and high-voltage wiring harness; The power battery, all-in-one controller, drive motor and electric compressor are connected by a high-voltage wiring harness; The power battery, all-in-one controller, electric compressor and vehicle controller are connected by CAN bus; The all-in-one controller and the drive motor are connected by hard wire; The condenser is provided with an electronic fan, the all-in-one controller is provided with a DCDC power intake port, and the electronic fan is connected to the DCDC power intake port through a low-voltage wiring harness; The electric compressor, the driving motor and the condenser are connected by a cooling pipeline, and the cooling pipeline contains a cooling medium.

2. The cooling system of a new energy electric vehicle drive motor according to claim 1, characterized in that: The all-in-one controller includes: a motor controller, a motor controller pre-charging circuit, a DC-DC converter, a DC-DC converter pre-charging circuit and an electric compressor power port; The motor controller is used to: invert the high-voltage direct current of the power battery into high-voltage three-phase alternating current to power the drive motor, and collect the temperature of the internal winding of the motor in real time; The motor controller pre-charging circuit and the DC-DC converter pre-charging circuit are used to: protect the contactor in the circuit; The electric compressor power intake port is used to: shunt the battery current to power the compressor; The DC-DC converter is used to convert the high voltage part of the power battery into a 12V low voltage of the whole vehicle to supply power to the condenser electronic fan.

3. The cooling system of a new energy electric vehicle drive motor according to claim 1, characterized in that: The power battery is an energy storage unit used to supply power to the drive motor, the electric compressor and the electronic fan of the condenser; the electric compressor is a power unit used to provide power for completing the refrigeration cycle and adjusting the refrigeration power.

4. The cooling system of a new energy electric vehicle drive motor according to claim 1, characterized in that: The driving motor is a heating unit, and the heating unit includes: a motor winding, a silicon steel sheet and a magnetic steel.

5. The cooling system of a new energy electric vehicle drive motor according to claim 5, characterized in that: The vehicle controller is an information processing unit, which is used to adjust the output power of the electric compressor according to the motor winding temperature information collected by the all-in-one controller and the SOC vertical and output power demand instructions sent by the power battery.

6. The cooling system of a new energy electric vehicle drive motor according to claim 1, characterized in that: The high-voltage wiring harness is used to: provide a path for the transmission of high-voltage energy; The cooling pipeline is used to: provide a path for the circulation of the cooling medium; The CAN bus is used to: provide a path for low-voltage communication of the system; The hard line is used to provide a path for transmitting motor winding temperature data.

7. A control method for a cooling system of a new energy electric vehicle drive motor as claimed in claim 1, characterized in that: The following steps are involved: S1: All-in-one controller collects the temperature of the drive motor in real time; S2: The all-in-one controller transmits the collected drive motor temperature information to the vehicle controller for processing and analysis; S3: The vehicle controller sends an output power demand instruction to the electric compressor based on the analysis and processing results.

8. A control method according to claim 7, characterized in that: The step S1 specifically includes: the all-in-one controller and the drive motor use hard-wired communication to monitor the temperature of the motor winding in the drive motor in real time.

9. A control method according to claim 7, characterized in that: The step S2 is specifically as follows: the all-in-one controller transmits the collected temperature of the motor winding to the vehicle controller, and after comparing it with the maximum temperature threshold pre-stored in the vehicle controller, the vehicle controller executes step S3.

10. A control method according to claim 7, characterized in that: The step S3 is specifically as follows: the vehicle controller sends a power demand instruction to the electric compressor, and the electric compressor timely adjusts its own output power according to the power demand instruction, that is, adjusts the cooling and heat exchange power.

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