Method for determining temperature of motor of vehicle, method for controlling motor of vehicle, and device

Abstract

The embodiment of the application provides a motor temperature determination method of a vehicle, a motor control method and equipment of the vehicle, the motor load, motor speed information and external environment temperature are acquired; the motor temperature is determined based on the motor load, the motor speed information and the external environment temperature, the motor temperature is calculated through the motor load, the motor speed information and the external environment temperature, an additional sensor is not needed, the space of other parts is not occupied, and the reliability of acquiring the motor temperature is improved; and after the motor temperature is determined, the working mode of the motor is controlled based on the motor temperature, so that the motor safety is protected, and therefore, the driving safety is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a method for determining the motor temperature of a vehicle, a method for controlling the motor of a vehicle, and a device for such control. Background Technology

[0002] As the demand for improved driving and riding quality in passenger vehicles increases, active stabilizer bar technology, as an emerging automotive chassis technology, is being installed at an increasingly higher rate. Active stabilizer bars can be controlled by motors, and excessively high motor temperatures can lead to driving safety issues.

[0003] In existing technologies, multiple additional sensors are installed on the vehicle to collect relevant parameters when the motor is working and calculate the motor temperature.

[0004] However, with existing technologies, the installation space for active stabilizer bars is limited, and adding additional sensors will take up space for other components and is not very reliable. Summary of the Invention

[0005] This application provides a method for determining the motor temperature of a vehicle, a method for controlling the motor of a vehicle, and a device for doing so, in order to solve the problems in the prior art where the installation space for the active stabilizer bar is limited, additional sensors will encroach on the space of other components, and the reliability is not high.

[0006] In a first aspect, embodiments of this application provide a method for determining the motor temperature of a vehicle, the method comprising:

[0007] Acquire information on motor load, motor speed, and ambient temperature;

[0008] The motor temperature is determined based on the motor load, the motor speed information, and the ambient temperature.

[0009] Optionally, determining the motor temperature based on motor load, motor speed information, and ambient temperature includes:

[0010] The stator copper loss, stator iron loss, and mechanical loss of the motor are obtained based on the motor load and motor speed information.

[0011] Based on the motor parameters, the thermal resistance of the motor during operation is obtained;

[0012] The motor temperature is obtained based on data on stator copper loss, stator iron loss, mechanical loss, thermal resistance during motor operation, and ambient temperature.

[0013] Optionally, obtaining the thermal resistance of the motor during operation based on motor parameters includes:

[0014] The thermal resistance of the insulation is obtained based on the insulation thickness of the motor slot, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot.

[0015] The thermal resistance of the air duct surface is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness.

[0016] The convective heat exchange resistance is obtained based on the surface convective heat exchange coefficient and the surface area of ​​the air duct.

[0017] The thermal resistance of the motor during operation is obtained based on the thermal resistance of insulation and thermal conductivity, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange.

[0018] Optionally, the method of obtaining the thermal resistance of the motor during operation based on the thermal resistance of insulation, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange includes:

[0019] The sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance is determined to be the thermal resistance of the motor during operation.

[0020] Optionally, the step of obtaining the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot includes:

[0021]

[0022] Among them, R Cu-core For thermal resistance, δ is the insulation thickness of the electrodeposition cell, and λ is the thermal resistance. insu A is the equivalent thermal conductivity of electrodeposition cell insulation. slot This represents the surface area inside the motor slot.

[0023] Optionally, the step of obtaining the duct surface thermal resistance based on the core length, the core's thermal conductivity, the air's thermal conductivity, the frame material's thermal conductivity, the stator slot bottom radius, the stator outer radius, the frame duct inner radius, and the equivalent air gap thickness includes:

[0024]

[0025] Among them, R core-flu λ is the surface thermal resistance of the air duct, l is the length of the iron core, and λ is the core length. core Let λ be the thermal conductivity of the iron core. air Let λ be the thermal conductivity of air. base r1 is the thermal conductivity of the frame material, r2 is the stator slot bottom radius, r3 is the stator outer radius, and δ is the inner radius of the frame air duct. air This is the equivalent air gap thickness.

[0026] Optionally, obtaining the convective heat resistance based on the surface convective heat transfer coefficient and the duct surface area includes:

[0027]

[0028] Among them, R conve For convective heat exchange resistance, λ flu A is the surface convective heat transfer coefficient. wind This represents the surface area of ​​the air duct.

[0029] Optionally, the method of obtaining the motor temperature based on stator copper loss, stator iron loss, mechanical loss data, thermal resistance during motor operation, and ambient temperature includes:

[0030] The copper loss and iron loss values ​​of the motor during operation are obtained based on the stator copper loss, stator iron loss, and mechanical loss data.

[0031] The stator core temperature rise and winding copper conductor temperature rise are obtained based on the copper loss power value, iron loss power value and thermal resistance of the motor during operation.

[0032] The motor temperature is obtained based on the temperature rise of the stator core, the temperature rise of the winding copper conductors, and the ambient temperature.

[0033] Optionally, obtaining the copper loss power value and iron loss power value of the motor during operation based on stator copper loss, stator iron loss, and mechanical loss data includes:

[0034] The copper loss power value is equal to the stator copper loss;

[0035] The iron loss power value is equal to half the sum of stator iron loss and mechanical loss.

[0036] Optionally, the step of obtaining the stator core temperature rise and winding copper conductor temperature rise based on the copper loss power value, iron loss power value, and thermal resistance of the motor during operation includes:

[0037] Based on T Fe =(P Cu +P Fe )*(R core-flu +R conve The stator core temperature rise was obtained, where P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance;

[0038] Based on T Cu =P Cu *R Cu-core +(P Cu +P Fe )*(R core-flu +R conve The temperature rise of the winding copper conductor is obtained, where P Cu P represents the copper loss power value. Fe R is the iron loss power value.core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance, R Cu-core It is an insulating and thermally conductive thermal resistance.

[0039] Optionally, the method of obtaining the motor temperature based on the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature includes:

[0040] The sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature is determined as the motor temperature.

[0041] Secondly, embodiments of this application provide a method for controlling the motor of a vehicle, the method comprising:

[0042] The motor temperature is determined based on motor load, motor speed information, and ambient temperature.

[0043] The operating mode of the motor is controlled based on motor temperature.

[0044] Optionally, the motor operating mode based on motor temperature control includes:

[0045] When the motor temperature is greater than or equal to a first preset temperature threshold, the motor is cooled down based on the vehicle's steering state or the working state of the active stabilizer bar until the motor temperature is reduced to a second preset temperature threshold.

[0046] Optionally, the step of cooling the motor based on the vehicle's steering state or the operating state of the active stabilizer bar until the motor temperature drops to a second preset temperature threshold includes:

[0047] If the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, the speed of the motor is limited until the motor temperature drops to a second preset temperature threshold.

[0048] or,

[0049] If the vehicle is in a non-steering state, or if the active stabilizer bar is in a state where no torque output is required, the motor is powered off until the motor temperature drops to a second preset temperature threshold.

[0050] Optionally, if the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, limiting the motor's speed until the motor temperature drops to a second preset temperature threshold includes:

[0051] If the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, the lower axle arm of the power transistor is controlled to achieve a three-phase short circuit to reduce the motor's speed.

[0052] Optionally, determining the motor temperature based on motor load, motor speed information, and ambient temperature includes:

[0053] The stator copper loss, stator iron loss, and mechanical loss of the motor are obtained based on the motor load and motor speed information.

[0054] Based on the motor parameters, the thermal resistance of the motor during operation is obtained;

[0055] The motor temperature is obtained based on data on stator copper loss, stator iron loss, mechanical loss, thermal resistance during motor operation, and ambient temperature.

[0056] Optionally, obtaining the thermal resistance of the motor during operation based on motor parameters includes:

[0057] The thermal resistance of the insulation is obtained based on the insulation thickness of the motor slot, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot.

[0058] The thermal resistance of the air duct surface is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness.

[0059] The convective heat exchange resistance is obtained based on the surface convective heat exchange coefficient and the surface area of ​​the air duct.

[0060] The thermal resistance of the motor during operation is obtained based on the thermal resistance of insulation and thermal conductivity, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange.

[0061] Optionally, the method of obtaining the thermal resistance of the motor during operation based on the thermal resistance of insulation, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange includes:

[0062] The sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance is determined to be the thermal resistance of the motor during operation.

[0063] Optionally, the method of obtaining the motor temperature based on stator copper loss, stator iron loss, mechanical loss data, thermal resistance during motor operation, and ambient temperature includes:

[0064] The copper loss and iron loss values ​​of the motor during operation are obtained based on the stator copper loss, stator iron loss, and mechanical loss data.

[0065] The stator core temperature rise and winding copper conductor temperature rise are obtained based on the copper loss power value, iron loss power value and thermal resistance of the motor during operation.

[0066] The motor temperature is obtained based on the temperature rise of the stator core, the temperature rise of the winding copper conductors, and the ambient temperature.

[0067] Optionally, obtaining the copper loss power value and iron loss power value of the motor during operation based on stator copper loss, stator iron loss, and mechanical loss data includes:

[0068] The copper loss power value is equal to the stator copper loss;

[0069] The iron loss power value is equal to half the sum of stator iron loss and mechanical loss.

[0070] Optionally, the method of obtaining the motor temperature based on the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature includes:

[0071] The sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature is determined as the motor temperature.

[0072] Thirdly, embodiments of this application provide a device for determining the motor temperature of a vehicle, the device comprising:

[0073] The acquisition module is used to acquire information on motor load, motor speed, and ambient temperature.

[0074] The determination module is used to determine the motor temperature based on the motor load, the motor speed information, and the ambient temperature.

[0075] Optionally, the determining module is specifically used to obtain the stator copper loss, stator iron loss, and mechanical loss of the motor based on the motor load and motor speed information; to obtain the thermal resistance of the motor during operation based on the motor parameters; and to obtain the motor temperature based on the stator copper loss, stator iron loss, mechanical loss data, the thermal resistance of the motor during operation, and the ambient temperature.

[0076] Optionally, the determining module is specifically used to obtain the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot; to obtain the air duct surface thermal resistance based on the core length, the core thermal conductivity, the air thermal conductivity, the frame material thermal conductivity, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness; to obtain the convective heat exchange resistance based on the surface convective heat exchange coefficient and the air duct surface area; and to obtain the thermal resistance of the motor during operation based on the insulation thermal resistance, the air duct surface thermal resistance, and the convective heat exchange resistance.

[0077] Optionally, the determining module is specifically used to determine the sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance as the thermal resistance of the motor during operation.

[0078] Optionally, the determining module is further configured to obtain the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot, including:

[0079]

[0080] Among them, R Cu-core For thermal resistance, δ is the insulation thickness of the electrodeposition cell, and λ is the thermal resistance. insu A is the equivalent thermal conductivity of electrodeposition cell insulation. slot This represents the surface area inside the motor slot.

[0081] Optionally, the determining module is further configured to obtain the surface thermal resistance of the air duct based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness, including:

[0082]

[0083] Among them, R core-flu λ is the surface thermal resistance of the air duct, l is the length of the iron core, and λ is the core length. core Let λ be the thermal conductivity of the iron core. air Let λ be the thermal conductivity of air. base r1 is the thermal conductivity of the frame material, r2 is the stator slot bottom radius, r3 is the stator outer radius, and δ is the inner radius of the frame air duct. air This is the equivalent air gap thickness.

[0084] Optionally, the determining module is further configured to obtain the convective heat exchange resistance based on the surface convective heat exchange coefficient and the duct surface area, including:

[0085]

[0086] Among them, R conve For convective heat exchange resistance, λ flu A is the surface convective heat transfer coefficient. wind This represents the surface area of ​​the air duct.

[0087] Optionally, the determining module is specifically used to obtain the copper loss power value and iron loss power value of the motor when it is working based on the stator copper loss, stator iron loss and mechanical loss data; to obtain the stator core temperature rise and winding copper conductor temperature rise based on the copper loss power value, iron loss power value and thermal resistance of the motor when it is working; and to obtain the motor temperature based on the stator core temperature rise, winding copper conductor temperature rise and external ambient temperature.

[0088] Optionally, the determining module is specifically used to determine that the copper loss power value is equal to the stator copper loss; and that the iron loss power value is equal to half the sum of the stator iron loss and the mechanical loss.

[0089] Optionally, the determining module is specifically used to determine based on T Fe =(P Cu +P Fe )*(R core-flu +Rconve The stator core temperature rise was obtained, where P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance; based on T Cu =P Cu *R Cu-core +(P Cu +P Fe )*(R core-flu +R conve The temperature rise of the winding copper conductor is obtained, where P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance, R Cu-core It is an insulating and thermally conductive thermal resistance.

[0090] Optionally, the determining module is further configured to determine the sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature as the motor temperature.

[0091] Fourthly, embodiments of this application provide a motor control device for a vehicle, the device comprising:

[0092] The determination module is used to determine the motor temperature based on motor load, motor speed information, and ambient temperature.

[0093] The control module is used to control the operating mode of the motor based on the motor temperature.

[0094] Optionally, the control module is further configured to cool the motor based on the vehicle's steering state or the working state of the active stabilizer bar when the motor temperature is greater than or equal to a first preset temperature threshold, until the motor temperature is reduced to a second preset temperature threshold.

[0095] Optionally, the control module is specifically used to limit the speed of the motor until the motor temperature drops to a second preset temperature threshold if the vehicle's steering state is continuous steering or the active stabilizer bar's operating state is output torque; or, if the vehicle's steering state is no steering or the active stabilizer bar's operating state is no output torque required, to de-energize the motor until the motor temperature drops to a second preset temperature threshold.

[0096] Optionally, the control module is further configured to control the cutting off of the power transistor lower axle arm to achieve a three-phase short circuit in order to reduce the speed of the motor if the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque.

[0097] Optionally, the determining module is specifically used to obtain the stator copper loss, stator iron loss, and mechanical loss of the motor based on the motor load and motor speed information; to obtain the thermal resistance of the motor during operation based on the motor parameters; and to obtain the motor temperature based on the stator copper loss, stator iron loss, mechanical loss data, the thermal resistance of the motor during operation, and the ambient temperature.

[0098] Optionally, the determining module is specifically used to obtain the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot; to obtain the air duct surface thermal resistance based on the core length, the core thermal conductivity, the air thermal conductivity, the frame material thermal conductivity, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness; to obtain the convective heat exchange resistance based on the surface convective heat exchange coefficient and the air duct surface area; and to obtain the thermal resistance of the motor during operation based on the insulation thermal resistance, the air duct surface thermal resistance, and the convective heat exchange resistance.

[0099] Optionally, the determining module is further configured to determine that the sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance is the thermal resistance of the motor during operation.

[0100] Optionally, the determining module is specifically used to obtain the copper loss power value and iron loss power value of the motor when it is working based on the stator copper loss, stator iron loss and mechanical loss data; to obtain the stator core temperature rise and winding copper conductor temperature rise based on the copper loss power value, iron loss power value and thermal resistance of the motor when it is working; and to obtain the motor temperature based on the stator core temperature rise, winding copper conductor temperature rise and external ambient temperature.

[0101] Optionally, the determining module is specifically used to determine that the copper loss power value is equal to the stator copper loss; and that the iron loss power value is equal to half the sum of the stator iron loss and the mechanical loss.

[0102] Optionally, the determining module is further configured to determine the sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature as the motor temperature.

[0103] Fifthly, embodiments of this application provide an electronic device, including: a processor and a memory, wherein the memory stores a program or instructions executable on the processor, and the program or instructions, when executed by the processor, implement the steps of the vehicle motor temperature determination method as described in any of the first aspects or the vehicle motor control method as described in the second aspect.

[0104] In a sixth aspect, embodiments of this application provide a vehicle, including: a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions being executed by the processor to implement the steps of the vehicle motor temperature determination method as described in any of the first aspects or the vehicle motor control method as described in the second aspect.

[0105] In a seventh aspect, embodiments of this application provide a computer-readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of a vehicle motor temperature determination method as described in any of the first aspects or a vehicle motor control method as described in the second aspect.

[0106] Eighthly, embodiments of this application provide a computer program product that, when executed by a processor of a vehicle or a cloud server, implements the steps of the vehicle motor temperature determination method as described in any of the first aspects or the vehicle motor control method as described in the second aspect.

[0107] The vehicle motor temperature determination method, vehicle motor control method, and device provided in this application acquire motor load, motor speed information, and ambient temperature; determine the motor temperature based on the motor load, motor speed information, and ambient temperature, realizing the calculation of motor temperature through motor load, motor speed information, and ambient temperature without the need for additional sensors, without occupying the space of other components, and improving the reliability of motor temperature acquisition; and after determining the motor temperature, control the motor's operating mode based on the motor temperature to protect motor safety, thereby improving driving safety. Attached Figure Description

[0108] Figure 1 A schematic diagram of the structure of a motor temperature estimation module for an active stabilizer bar provided in an embodiment of this application;

[0109] Figure 2 A flowchart illustrating a method for determining the motor temperature of a vehicle, provided in an embodiment of this application;

[0110] Figure 3 A flowchart illustrating another method for determining the motor temperature of a vehicle provided in this application embodiment;

[0111] Figure 4 A flowchart illustrating another method for determining the motor temperature of a vehicle provided in this application embodiment;

[0112] Figure 5 A flowchart illustrating another method for determining the motor temperature of a vehicle provided in this application embodiment;

[0113] Figure 6 A schematic flowchart illustrating a vehicle motor control method provided in an embodiment of this application;

[0114] Figure 7 A schematic flowchart of another vehicle motor control method provided in this application embodiment;

[0115] Figure 8 A schematic flowchart illustrating a method for determining the motor temperature of a vehicle and a method for controlling the motor of a vehicle, provided in an embodiment of this application;

[0116] Figure 9 This is a schematic diagram of the structure of a vehicle motor temperature determination device provided in an embodiment of this application;

[0117] Figure 10 This is a schematic diagram of the structure of a motor control device for a vehicle provided in an embodiment of this application. Detailed Implementation

[0118] The technical solutions in the embodiments of this application will be clearly described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments in this application are within the scope of protection of this application.

[0119] The terms "first," "second," etc., used in this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and that the objects distinguished by "first" and "second" are generally of the same class and are not limited in number.

[0120] In related technologies, the motor temperature is calculated by installing multiple sensors around the motor, based on the motor current detected by a current sensor, the rotational frequency detected by a rotational frequency sensor, and the ambient temperature detected by an ambient temperature sensor. This method uses multiple external sensors to correct the estimated motor temperature, increasing the overall system cost. Furthermore, the more sensors there are, the more potential points of failure arise; a failure of any one sensor can affect the performance of the entire system, leading to low reliability. Additionally, it does not utilize methods other than external cooling to achieve motor cooling, failing to meet the requirements for overall vehicle driving safety.

[0121] This application provides a method for determining the temperature of a vehicle motor to monitor its temperature. This method determines the motor temperature based on motor parameters, motor load, motor speed information, and ambient temperature, improving the reliability of temperature determination. It also provides a method for cooling the motor under abnormal operating temperatures, enhancing driving safety when the motor overheats. Furthermore, it provides a method for controlling the motor's operating mode based on its temperature, ensuring the motor operates in a safer state and thus improving driving safety.

[0122] The method for determining the motor temperature of a vehicle provided in this application is applicable to motors installed in vehicles and does not limit the type of motor. This application takes the motor of a vehicle's active stabilizer bar as an example.

[0123] The following embodiments of this application can be implemented by a vehicle. Existing vehicles are equipped with active stabilizer bars. These bars, through their built-in motors, apply anti-roll torque to the vehicle in real time to suppress body roll, achieving active stability control and improving vehicle stability during driving. However, if the motor in the active stabilizer bar overheats, it will cause a decrease in output torque, leading to vehicle roll and affecting overall vehicle safety. Therefore, monitoring the temperature of the motor in the active stabilizer bar during vehicle operation is a crucial step in ensuring safety. By monitoring the motor temperature and taking measures to cool it down when it exceeds a first preset temperature threshold, vehicle stability issues caused by overheating of the active stabilizer bar motor are reduced, thereby improving vehicle driving safety.

[0124] Figure 1 This is a schematic diagram of the structure of a motor temperature estimation module for an active stabilizer bar, as provided in an embodiment of this application. Figure 1 As shown, the system includes: a motor body temperature estimation module 11, a temperature sensor 12, and a vehicle active stabilizer bar motor temperature estimation module 13. The motor body temperature estimation module 11 calculates the thermal resistance generated during motor operation. It obtains stator copper losses, stator iron losses, and mechanical losses from motor load and speed information. These losses, along with motor parameters, are input into the motor body temperature estimation module 11 to obtain the thermal resistance generated during motor operation, and outputs the stator core temperature rise and winding copper conductor temperature rise. The temperature sensor 12 collects the ambient temperature. The stator core temperature rise, winding copper conductor temperature rise, and the ambient temperature collected by the temperature sensor 12 are input into the vehicle active stabilizer bar motor temperature estimation module 13 to obtain the motor temperature.

[0125] The technical solution of the method for determining the motor temperature of a vehicle is described below with several specific embodiments:

[0126] Figure 2This is a flowchart illustrating a method for determining the motor temperature of a vehicle according to an embodiment of this application. The method in this embodiment is applied to... Figure 1 The motor temperature estimation module shown is as follows: Figure 2 As shown:

[0127] S21: Obtain motor load, motor speed information, and ambient temperature.

[0128] The motor load of the active stabilizer bar mainly comes from vehicle roll control, wheel grip improvement, yaw stability control, passability control, and comfort control. The motor needs to provide the corresponding torque according to the actual driving conditions and needs of the vehicle to achieve the above functions.

[0129] For example, when a vehicle is turning, the body tilts outwards due to centrifugal force. The active stabilizer bar generates an anti-roll torque via a built-in motor to reduce body roll. This torque requires a motor or actuator to overcome the vehicle's roll force, thus creating a load.

[0130] The heavier the motor load, the higher the current. The heat generated by the motor is directly related to the current; the higher the current, the greater the heat generated, and the higher the motor temperature. In other words, the greater the motor load, the higher the motor temperature.

[0131] Motor speed information refers to the speed at which the motor rotates. An increase in motor speed will lead to increased internal friction and losses, thereby generating more heat and causing the motor temperature to rise.

[0132] The ambient temperature can be obtained through a temperature sensor. The temperature sensor can directly measure the temperature of the external environment of the vehicle and convert the temperature signal into an electrical signal, which is then transmitted to the temperature estimation module of the vehicle's active stabilizer bar motor.

[0133] S22: Determine the motor temperature based on motor load, motor speed information and ambient temperature.

[0134] The motor temperature is composed of the temperature generated by the motor itself and the ambient temperature.

[0135] In this embodiment, by acquiring motor load, motor speed information, and ambient temperature, and determining the motor temperature based on the motor load, motor speed information, and ambient temperature, the motor temperature can be obtained without the need for additional multiple sensors, without taking up space for other components, and the reliability of determining the motor temperature is improved.

[0136] Figure 3 This is a flowchart illustrating another method for determining the motor temperature of a vehicle provided in an embodiment of this application, as shown below. Figure 3 As shown, Figure 3 Is Figure 2 Based on the illustrated embodiment, a further possible implementation of S22 is as follows:

[0137] S221: Based on motor load and motor speed information, obtain the stator copper loss, stator iron loss and mechanical loss of the motor.

[0138] The stator is the stationary part of the motor, consisting of a stator core, stator windings, and a frame. The stator's main function is to generate a rotating magnetic field. During operation, the stator generates heat, causing the motor's temperature to rise.

[0139] Stator copper loss refers to the loss generated in the conductor resistance when current passes through the motor windings. The higher the stator temperature, the greater the DC resistance of the stator windings, and for the same current, the greater the loss, thus leading to an increase in motor temperature.

[0140] Stator iron loss is mainly affected by the magnetic field frequency, stator and rotor, sleeve structure, and materials, including hysteresis loss and eddy current loss. Stator iron loss causes heat to be generated inside the motor, thus affecting the motor temperature.

[0141] Mechanical losses are mainly affected by rotational speed, load, rotor surface roughness, and the degree of lubrication at the stator-rotor joint, including bearing friction loss and wind-induced wear loss. Mechanical losses are converted into heat energy during motor operation, increasing the motor's temperature.

[0142] The motor load and speed information of the active stabilizer bar can be acquired by the control board. Using the acquired motor load and speed information, the stator copper loss, stator iron loss, and mechanical loss data of the motor are obtained by looking up tables based on the motor's design parameters and test data.

[0143] S222: Based on the motor parameters, obtain the thermal resistance of the motor during operation.

[0144] Motor parameters refer to the basic design and performance indicators of the motor itself. Different motor parameters affect the motor's operating temperature. Motor parameters include the insulation thickness of the motor slots, the equivalent thermal conductivity of the insulation, the inner surface area of ​​the motor slots, the core length, the thermal conductivity of the core, air, and frame materials, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, the equivalent air gap thickness, the surface convective heat exchange coefficient, and the air duct surface area. Different motors have different parameters, resulting in different amounts of heat generated.

[0145] The thermal resistance of a motor during operation includes: insulation thermal resistance R. Cu-core Surface thermal resistance R of the air duct core-flu and convection heat exchange resistance R conve .

[0146] Thermal resistance arises from the insulating material between the motor's conductors and the stator core. This insulating material includes conductor enamel, insulating paper, and potting insulating varnish. The insulating material has a low equivalent thermal conductivity, which leads to thermal resistance during heat conduction.

[0147] The thermal resistance of the air duct surface arises from the difference in heat transfer capacity between the fluid and the solid surface. It involves the process of heat transfer from inside the motor to the air duct surface. Specifically, heat is transferred through the casing to the air duct surface, and then transferred to the air via convection.

[0148] Convection thermal resistance refers to the thermal resistance when the surface of a motor exchanges heat with the surrounding air through convection. It involves the transfer of heat from the motor surface to the air through convection. The convection thermal resistance is a heat transfer phenomenon caused by the temperature difference between the fluid and the solid surface through which the fluid flows.

[0149] S223: The motor temperature is obtained based on stator copper loss, stator iron loss, mechanical loss data, thermal resistance during motor operation, and ambient temperature.

[0150] Specifically, the stator core temperature rise and winding copper conductor temperature rise are obtained based on stator copper loss, stator iron loss, mechanical loss data, and the thermal resistance generated during motor operation. The motor temperature is then obtained from the stator core temperature rise, winding copper conductor temperature rise, and ambient temperature.

[0151] In this embodiment, the stator copper loss, stator iron loss, and mechanical loss of the motor are obtained based on the motor load and motor speed information. The thermal resistance of the motor during operation is obtained based on the motor parameters. The motor temperature is obtained based on the stator copper loss, stator iron loss, mechanical loss data, thermal resistance of the motor during operation, and the ambient temperature. This realizes the determination of the motor temperature based on motor parameters, motor load, motor speed information, and ambient temperature, which improves the reliability of obtaining the motor temperature and provides a basis for cooling the motor when the motor temperature is too high.

[0152] Figure 4 A flowchart illustrating another method for determining the motor temperature of a vehicle provided in this application embodiment is shown below. Figure 4 As shown, Figure 4 Is Figure 3 Based on the illustrated embodiment, a further possible implementation of S222 is as follows:

[0153] S2221: The thermal resistance of the insulation is obtained based on the insulation thickness of the motor slot, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot.

[0154] Specifically, the thermal resistance R of the insulation and thermal conductivity Cu-core R can be obtained through the following formula: Cu-core =δ / (λ) insu *Aslot )

[0155]

[0156] Where δ is the insulation thickness of the electrodeposition cell, λ insu A is the equivalent thermal conductivity of electrodeposition cell insulation. slot This represents the surface area inside the motor slot.

[0157] S2222: The thermal resistance of the air duct surface is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness.

[0158] Surface thermal resistance R of air duct core-flu It is the thermal resistance from the stator core to the surface of the air duct of the frame, including the conductive thermal resistance from the core node to the outer circle of the stator, the contact thermal resistance between the stator and the frame, and the conductive thermal resistance from the inner circle of the frame to the surface of the air duct.

[0159] The core node is the connection point inside the stator core. Losses at these nodes are concentrated at the copper bar nodes, which can generate heat. The stator outer circle is the outermost ring of the stator core. Heat needs to be conducted from the core node to the stator outer circle, and then further transferred to the frame. The contact thermal resistance between the stator and the frame represents the process of heat transfer from the stator outer circle to the frame inner circle.

[0160] The formula for calculating the surface thermal resistance of the air duct is as follows:

[0161]

[0162] Where l is the core length, λ core Let λ be the thermal conductivity of the iron core. air Let λ be the thermal conductivity of air. base r1 is the thermal conductivity of the frame material, r2 is the stator slot bottom radius, r3 is the stator outer radius, and δ is the inner radius of the frame air duct. air This is the equivalent air gap thickness.

[0163] S2223: The convective heat exchange resistance is obtained based on the surface convective heat exchange coefficient and the surface area of ​​the air duct.

[0164] Specifically, the convective heat exchange resistance R conve It can be obtained through the following formula:

[0165]

[0166] Where, λ flu The surface convective heat transfer coefficient, i.e., the convective heat transfer coefficient between the flowing air and the duct wall, can be obtained from a table by looking up the collected vehicle speed signal. A windThis represents the surface area of ​​the air duct.

[0167] S2224: The thermal resistance of the motor during operation is obtained based on the thermal resistance of insulation and thermal conductivity, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange.

[0168] Specifically, the sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance is determined to be the thermal resistance of the motor during operation.

[0169] In this embodiment, the insulation thermal resistance is obtained based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot. The air duct surface thermal resistance is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness. The convective heat transfer resistance is obtained based on the surface convective heat transfer coefficient and the air duct surface area. The thermal resistance generated by the motor during operation is obtained based on the insulation thermal resistance, the air duct surface thermal resistance, and the convective heat transfer resistance. This allows for the acquisition of the heat generated by the motor itself during operation, providing a basis for obtaining the motor temperature. Furthermore, the calculation of the motor's thermal resistance during operation is based on the motor's own parameters, motor load, and motor speed information, without relying on additional sensors, thus improving the reliability of the motor temperature calculation.

[0170] Figure 5 A flowchart illustrating another method for determining the motor temperature of a vehicle provided in this application is shown below. Figure 5 As shown, Figure 5 Is Figure 3 Based on the illustrated embodiment, a further possible implementation of S223 is as follows:

[0171] S2231: Based on the stator copper loss, stator iron loss, and mechanical loss data, obtain the copper loss power value and iron loss power value of the motor during operation.

[0172] Copper loss refers to the power loss caused by the resistance of the wires when current flows through the motor windings. Copper loss can cause the motor to heat up; excessive loss can lead to overheating of the motor windings, damaging the insulation material and thus affecting motor performance.

[0173] Iron loss refers to the losses in the motor core caused by the alternating magnetic field, including hysteresis loss and eddy current loss. Iron loss causes heat to be generated inside the motor, thus affecting the motor temperature. Excessive iron loss may lead to excessively high winding temperatures, affecting the insulation material and consequently impacting motor performance.

[0174] Specifically, the copper power loss value P Cu The stator copper loss is equal to the value obtained from the table above; the iron loss power value is equal to half the sum of the stator iron loss and mechanical loss, and the iron loss power value P is equal to half the sum of the stator iron loss and mechanical loss. FeThe calculation formula is as follows:

[0175]

[0176] S2232: The temperature rise of the stator core and the temperature rise of the winding copper conductor are obtained based on the copper loss power value, iron loss power value and thermal resistance of the motor during operation.

[0177] Specifically, the formula for calculating the temperature rise of the stator core is:

[0178] T Fe =(P Cu +P Fe )*(R core-flu +R conve )

[0179] Among them, P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve This is the convective thermal resistance.

[0180] The formula for calculating the temperature rise of the copper conductor in the winding is:

[0181] T Cu =P Cu *R Cu-core +(P Cu +P Fe )*(R core-flu +R conve )

[0182] Among them, P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance, R Cu-core It is an insulating and thermally conductive thermal resistance.

[0183] S2233: The motor temperature is obtained based on the temperature rise of the stator core, the temperature rise of the winding copper conductor, and the ambient temperature.

[0184] Specifically, the sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature is determined as the motor temperature.

[0185] In this embodiment, the copper loss and iron loss power values ​​of the motor during operation are obtained based on stator copper loss, stator iron loss, and mechanical loss data. The stator core temperature rise and winding copper conductor temperature rise are obtained based on the copper loss and iron loss power values ​​and the thermal resistance of the motor during operation. The motor temperature is obtained based on the stator core temperature rise, winding copper conductor temperature rise, and ambient temperature. Thus, the motor temperature of the active stabilizer bar motor during operation is obtained through motor parameters, motor load, motor speed, and ambient temperature, improving the reliability of obtaining the motor temperature. When the motor temperature is at an abnormal operating temperature, it provides a basis for adjusting the motor's operating mode, thereby improving the safety of the vehicle during operation.

[0186] The technical solution of the vehicle motor control method is described below with reference to several specific embodiments:

[0187] Figure 6 A schematic flowchart of a vehicle motor control method provided in this application embodiment is shown below. Figure 6 As shown:

[0188] S61: Determine the motor temperature based on motor load, motor speed information, and ambient temperature.

[0189] The implementation method of this step is similar to that of the above-mentioned method for determining the motor temperature of a vehicle, and will not be repeated here.

[0190] S62: Motor operating mode based on motor temperature control.

[0191] Different operating modes can be set, and the operating mode of the motor can be set according to the motor temperature. When the motor overheats, the motor can be cooled down, and when the motor temperature returns to normal, the motor can be set to resume normal operation mode.

[0192] In this embodiment, the motor temperature is determined based on the motor load, motor speed information, and ambient temperature. The operating mode of the motor is controlled based on the motor temperature. When the motor overheats, it is cooled down to protect the motor and improve the safety of the vehicle during operation.

[0193] Figure 7 A flowchart illustrating another vehicle motor control method provided in this application embodiment is shown below. Figure 7 As shown, Figure 7 Is Figure 6 Based on the illustrated embodiment, a further possible implementation of S62 is as follows:

[0194] S621: When the motor temperature is greater than or equal to the first preset temperature threshold, the motor is cooled down based on the vehicle's steering state or the working state of the active stabilizer bar until the motor temperature is reduced to the second preset temperature threshold.

[0195] One possible way to achieve this is:

[0196] If the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, the speed of the motor is limited until the motor temperature drops to a second preset temperature threshold.

[0197] Specifically, if the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, the lower axle arm of the power transistor is controlled to achieve a three-phase short circuit to reduce the motor's speed.

[0198] For example, if the vehicle continues to turn, the active stabilizer bar motor still needs to output torque. In this case, the motor's operation is limited by setting a preset speed threshold. The controller limits the motor's operating speed to below the preset speed threshold. The controller disconnects the lower bridge arm of the power transistor to achieve a three-phase short circuit. By forming a closed loop to release back EMF energy, reduce input voltage, control current, and protect the motor and inverter, the motor speed is reduced. The reduced motor speed also reduces the operating current, reducing the heat generated by the motor during operation. At this time, both the motor torque and speed decrease. The active stabilizer bar is equivalent to a passive stabilizer bar, providing only linear roll stiffness. This means that the variable stiffness function of the active stabilizer bar is turned off or not working. The active stabilizer bar is similar to an ordinary passive stabilizer bar, providing only fixed linear roll stiffness and no longer adjusting according to the vehicle's dynamic needs.

[0199] Another possible way to achieve this is:

[0200] If the vehicle is in a non-steering state, or if the active stabilizer bar is in a state where no torque output is required, the motor is powered off until the motor temperature drops to a second preset temperature threshold.

[0201] Optionally, a steering angle sensor detects whether the vehicle is turning, and a roll angle sensor and a lateral acceleration sensor determine whether the active stabilizer bar should activate based on whether the roll angle and lateral acceleration reach a set threshold. The steering angle sensor detects whether the vehicle is steering; when the vehicle is turning, the steering angle sensor detects the rotation of the steering wheel and outputs a corresponding signal. The roll angle sensor measures the roll angle, and the lateral acceleration sensor measures the lateral acceleration of the vehicle during cornering.

[0202] If the steering angle sensor does not detect steering wheel rotation, it is determined that the active stabilizer bar does not need to operate. Alternatively, if the roll angle is less than a preset roll angle threshold and the lateral acceleration is less than a preset lateral acceleration threshold, it is determined that the active stabilizer bar does not need to operate. Or, if the steering angle sensor does not detect steering wheel rotation, the roll angle is less than a preset roll angle threshold, and the lateral acceleration is less than a preset lateral acceleration threshold, it is determined that the active stabilizer bar does not need to operate. In this case, the controller cuts off power to the motor for cooling.

[0203] For example, the vehicle's Electronic Control Unit (ECU) receives signals from a steering angle sensor, a roll angle sensor, and a lateral acceleration sensor, and determines the vehicle's dynamic state based on these sensor signals. If the steering angle sensor does not detect steering wheel rotation, and the roll angle is less than a preset roll angle threshold and the lateral acceleration is less than a preset lateral acceleration threshold, the ECU determines that the active stabilizer bar does not need to operate. When the ECU determines that the active stabilizer bar does not need to operate, it sends a control signal to the active stabilizer bar's controller to control the motor to power off. The controller sets the pulse width modulation signal to 0 to ensure that the motor does not receive any drive signal, thereby achieving power off.

[0204] When the motor temperature is less than or equal to the second preset temperature threshold, the motor restriction is lifted, and the active stabilizer bar can work normally. This means that the active stabilizer bar can adjust the vehicle's stability in real time and can also improve the vehicle's roll stability, ride comfort, handling stability, and driving passability.

[0205] Optionally, depending on the heat source distribution of the vehicle chassis, the active stabilizer bar can be installed away from heat sources in the chassis. At the same time, air cooling or water cooling can be used. For example, a cooling device can be installed, and when the motor needs to be cooled, the valve of the cooling device can be opened to cool the motor with coolant, so that the motor can recover its working capacity as soon as possible.

[0206] In this embodiment, when the motor temperature is greater than or equal to a first preset temperature threshold, the motor is cooled based on the vehicle's steering state or the active stabilizer bar's operating state. If the active stabilizer bar still needs to operate, the motor speed is limited to below a preset speed threshold. If the vehicle is not steering or the active stabilizer bar does not need to operate, the motor is powered off, and the motor no longer operates after power is cut off, thus no longer generating additional heat and achieving natural cooling. Once the motor temperature drops to a second preset temperature threshold, the motor restriction is lifted. By limiting the motor speed when the motor temperature is greater than or equal to the first preset temperature threshold, the motor operates at a suitable temperature, reducing the risk of performance degradation or failure due to high temperatures. By cutting off the motor power when the vehicle is not steering or the active stabilizer bar does not need to operate, overheating is prevented, protecting the motor from damage and improving vehicle safety during driving. Lifting the motor restriction after the motor temperature drops to the second temperature threshold reduces the limitation on the motor's output torque, thereby improving driving comfort.

[0207] Figure 8 This is a flowchart illustrating a method for determining the motor temperature of a vehicle and a method for controlling the motor of a vehicle, provided in an embodiment of this application. Figure 8 This is a combination of the above embodiments. Figure 8 For a detailed description of each step, please refer to the description of the corresponding steps in the above embodiments, which will not be repeated here.

[0208] Figure 9 This application provides a schematic diagram of a vehicle motor temperature determination device, comprising: an acquisition module 901 and a determination module 902, wherein the acquisition module 901 is used to acquire motor load, motor speed information and ambient temperature; and the determination module 902 is used to determine the motor temperature based on the motor load, the motor speed information and the ambient temperature.

[0209] Optionally, the determining module 902 is specifically used to obtain the stator copper loss, stator iron loss and mechanical loss of the motor based on the motor load and motor speed information; to obtain the thermal resistance of the motor during operation based on the motor parameters; and to obtain the motor temperature based on the stator copper loss, stator iron loss, mechanical loss data, the thermal resistance of the motor during operation and the ambient temperature.

[0210] Optionally, the determining module 902 is specifically used to obtain the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot; to obtain the air duct surface thermal resistance based on the core length, the core thermal conductivity, the air thermal conductivity, the frame material thermal conductivity, the stator slot bottom radius, the stator outer radius, the frame air duct inner radius, and the equivalent air gap thickness; to obtain the convective heat exchange resistance based on the surface convective heat exchange coefficient and the air duct surface area; and to obtain the thermal resistance of the motor during operation based on the insulation thermal resistance, the air duct surface thermal resistance, and the convective heat exchange resistance.

[0211] Optionally, the determining module 902 is specifically used to determine that the sum of the insulating thermal resistance, the duct surface thermal resistance, and the convection exchange thermal resistance is the thermal resistance of the motor during operation.

[0212] Optionally, the determining module 902 is further configured to obtain the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot, including:

[0213]

[0214] Among them, R Cu-core For thermal resistance, δ is the insulation thickness of the electrodeposition cell, and λ is the thermal resistance. insu A is the equivalent thermal conductivity of electrodeposition cell insulation. slot This represents the surface area inside the motor slot.

[0215] Optionally, the determining module 902 is further configured to obtain the thermal resistance of the air duct surface based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness, including:

[0216]

[0217] Among them, R core-flu λ is the surface thermal resistance of the air duct, l is the length of the iron core, and λ is the core length. core Let λ be the thermal conductivity of the iron core. air Let λ be the thermal conductivity of air. base r1 is the thermal conductivity of the frame material, r2 is the stator slot bottom radius, r3 is the stator outer radius, and δ is the inner radius of the frame air duct. air This is the equivalent air gap thickness.

[0218] Optionally, the determining module 902 is further configured to obtain the convective heat exchange resistance based on the surface convective heat exchange coefficient and the duct surface area, including:

[0219]

[0220] Among them, R conveFor convective heat exchange resistance, λ flu A is the surface convective heat transfer coefficient. wind This represents the surface area of ​​the air duct.

[0221] Optionally, the determining module 902 is specifically used to obtain the copper loss power value and iron loss power value of the motor when it is working based on the stator copper loss, stator iron loss and mechanical loss data; to obtain the stator core temperature rise and winding copper conductor temperature rise based on the copper loss power value, iron loss power value and thermal resistance of the motor when it is working; and to obtain the motor temperature based on the stator core temperature rise, winding copper conductor temperature rise and external ambient temperature.

[0222] Optionally, the determining module 902 is specifically used to determine that the copper loss power value is equal to the stator copper loss; and that the iron loss power value is equal to half the sum of the stator iron loss and the mechanical loss.

[0223] Optionally, the determining module 902 is specifically used for determining based on T Fe =(P Cu +P Fe )*(R core-flu +R conve The stator core temperature rise was obtained, where P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance; based on T Cu =P Cu *R Cu-core +(P Cu +P Fe )*(R core-flu +R conve The temperature rise of the winding copper conductor is obtained, where P Cu P represents the copper loss power value. Fe R is the iron loss power value. core-flu R is the surface thermal resistance of the air duct. conve For convective heat exchange resistance, R Cu-core It is an insulating and thermally conductive thermal resistance.

[0224] Optionally, the determining module 902 is further configured to determine the sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature as the motor temperature.

[0225] The apparatus in this embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0226] Figure 10This application provides a schematic diagram of the structure of a motor control device for a vehicle, including: a determination module 1001 and a control module 1002. The determination module 1001 is used to determine the motor temperature based on the motor load, motor speed information and ambient temperature. The control module 1002 is used to control the operating mode of the motor based on the motor temperature.

[0227] Optionally, the control module 1002 is further configured to cool the motor based on the vehicle's steering state or the working state of the active stabilizer bar when the motor temperature is greater than or equal to a first preset temperature threshold, until the motor temperature is reduced to a second preset temperature threshold.

[0228] Optionally, the control module 1002 is specifically used to limit the speed of the motor until the motor temperature drops to a second preset temperature threshold if the vehicle's steering state is continuous steering or the active stabilizer bar's operating state is output torque; or, if the vehicle's steering state is no steering or the active stabilizer bar's operating state is no output torque required, to de-energize the motor until the motor temperature drops to a second preset temperature threshold.

[0229] Optionally, the control module 1002 is further configured to control the cutting off of the power tube lower axle arm to achieve a three-phase short circuit in order to reduce the speed of the motor if the vehicle's steering state is continuous steering, or if the active stabilizer bar's working state is output torque.

[0230] Optionally, the determining module 1001 is specifically used to obtain the stator copper loss, stator iron loss and mechanical loss of the motor based on the motor load and motor speed information; to obtain the thermal resistance of the motor during operation based on the motor parameters; and to obtain the motor temperature based on the stator copper loss, stator iron loss, mechanical loss data, the thermal resistance of the motor during operation and the ambient temperature.

[0231] Optionally, the determining module 1001 is specifically used to obtain the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot; to obtain the air duct surface thermal resistance based on the core length, the core thermal conductivity, the air thermal conductivity, the frame material thermal conductivity, the stator slot bottom radius, the stator outer radius, the frame air duct inner radius, and the equivalent air gap thickness; to obtain the convective heat exchange resistance based on the surface convective heat exchange coefficient and the air duct surface area; and to obtain the thermal resistance of the motor during operation based on the insulation thermal resistance, the air duct surface thermal resistance, and the convective heat exchange resistance.

[0232] Optionally, the determining module 1001 is further configured to determine that the sum of the insulating thermal resistance, the duct surface thermal resistance, and the convection exchange thermal resistance is the thermal resistance of the motor during operation.

[0233] Optionally, the determining module 1001 is specifically used to obtain the copper loss power value and iron loss power value of the motor when it is working based on the stator copper loss, stator iron loss and mechanical loss data; to obtain the stator core temperature rise and winding copper conductor temperature rise based on the copper loss power value, iron loss power value and thermal resistance of the motor when it is working; and to obtain the motor temperature based on the stator core temperature rise, winding copper conductor temperature rise and external ambient temperature.

[0234] Optionally, the determining module 1001 is specifically used to determine that the copper loss power value is equal to the stator copper loss; and that the iron loss power value is equal to half the sum of the stator iron loss and the mechanical loss.

[0235] Optionally, the determining module 1001 is further configured to determine the sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature as the motor temperature.

[0236] The apparatus in this embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0237] This application also provides an electronic device, which includes a processor and a memory. The memory stores programs or instructions that can run on the processor, and when the processor executes the programs or instructions, they implement... Figures 2 to 5 The method for determining the motor temperature of the vehicle shown or as described above. Figures 6 to 8 The steps of the motor control method for the vehicle shown are illustrated.

[0238] This application embodiment also provides a vehicle, the vehicle including a processor and a memory, the memory storing programs or instructions that can run on the processor, the programs or instructions, when executed by the processor, implement as follows: Figures 2 to 5 The method for determining the motor temperature of the vehicle shown or as described above. Figures 6 to 8 The steps of the motor control method for the vehicle shown are illustrated.

[0239] This application embodiment also provides a computer-readable storage medium storing a program or instructions, which, when executed by a processor, implement... Figures 2 to 5 The method for determining the motor temperature of the vehicle shown or as described above. Figures 6 to 8 The steps of the motor control method for the vehicle shown are illustrated.

[0240] This application also provides a computer program product, which, when executed by a processor of a vehicle or a cloud server, implements the following: Figures 2 to 5 The method for determining the motor temperature of the vehicle shown or as described above. Figures 6 to 8 The steps of the motor control method for the vehicle shown are illustrated.

[0241] From the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of computer software products plus necessary general-purpose hardware platforms, and of course, they can also be implemented by hardware. The computer software product is stored in a storage medium (such as ROM, RAM, magnetic disk, optical disk, etc.) and includes several instructions to cause the terminal or network-side device to execute the methods described in the various embodiments of this application.

[0242] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other implementations under the guidance of this application without departing from the spirit and scope of the claims. All of these implementations are within the protection scope of this application.

Claims

1. A method for determining the motor temperature of a vehicle, characterized in that, The method includes: Acquire information on motor load, motor speed, and ambient temperature; Based on the motor load and motor speed information, the stator copper loss, stator iron loss and mechanical loss of the motor are obtained; Based on the motor parameters, the thermal resistance of the motor during operation is obtained; Based on the stator copper loss, the stator iron loss, and the mechanical loss, the copper loss power value and iron loss power value of the motor during operation are obtained; Based on the copper loss power value, the iron loss power value, and the thermal resistance, the stator core temperature rise and the winding copper conductor temperature rise are obtained. The motor temperature is obtained based on the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature.

2. The method according to claim 1, characterized in that, The process of obtaining the thermal resistance of the motor during operation based on motor parameters includes: The thermal resistance of the insulation is obtained based on the insulation thickness of the motor slot, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot. The thermal resistance of the air duct surface is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness. The convective heat exchange resistance is obtained based on the surface convective heat exchange coefficient and the surface area of ​​the air duct. The thermal resistance of the motor during operation is obtained based on the thermal resistance of insulation and thermal conductivity, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange.

3. The method according to claim 2, characterized in that, The method for obtaining the thermal resistance of the motor during operation based on insulation thermal resistance, duct surface thermal resistance, and convection exchange thermal resistance includes: The sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance is determined to be the thermal resistance of the motor during operation.

4. The method according to claim 2, characterized in that, The method for obtaining the insulation thermal resistance based on the motor slot insulation thickness, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot includes: in, For insulation and thermal conductivity, The insulation thickness of the electrodeposition cell. The equivalent thermal conductivity of the electrodeposition cell insulation is given by [reference to thermal conductivity]. This represents the surface area inside the motor slot.

5. The method according to claim 2, characterized in that, The thermal resistance of the air duct surface is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness. This includes: in, For the thermal resistance of the air duct surface, The length of the iron core, The thermal conductivity of the iron core, The thermal conductivity of air. The thermal conductivity of the base material is... The radius of the stator slot bottom is 1. The outer radius of the stator. The radius of the inner circle of the air duct of the machine base. This is the equivalent air gap thickness.

6. The method according to claim 2, characterized in that, The method of obtaining convective heat resistance based on surface convective heat exchange coefficient and duct surface area includes: in, For convective heat exchange resistance, The surface convective heat transfer coefficient, This represents the surface area of ​​the air duct.

7. The method according to claim 1, characterized in that, The process of obtaining the copper loss power value and iron loss power value of the motor during operation based on the stator copper loss, the stator iron loss, and the mechanical loss includes: The copper loss power value is equal to the stator copper loss; The iron loss power value is equal to half the sum of stator iron loss and mechanical loss.

8. The method according to claim 1, characterized in that, The process of obtaining the stator core temperature rise and winding copper conductor temperature rise based on the copper loss power value, the iron loss power value, and the thermal resistance includes: based on The stator core temperature rise was obtained, among which, This represents the copper loss power value. This represents the iron loss power value. For the thermal resistance of the air duct surface, For convective heat exchange resistance; based on The temperature rise of the copper conductor in the winding was obtained, among which, This represents the copper loss power value. This represents the iron loss power value. For the thermal resistance of the air duct surface, For convective heat exchange resistance, It is an insulating and thermally conductive thermal resistance.

9. The method according to claim 1, characterized in that, The method of obtaining the motor temperature based on the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature includes: The sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature is determined as the motor temperature.

10. A method for controlling the motor of a vehicle, characterized in that, The method includes: The stator copper loss, stator iron loss, and mechanical loss of the motor are obtained based on the motor load and motor speed information. Based on the motor parameters, the thermal resistance of the motor during operation is obtained; Based on the stator copper loss, the stator iron loss, and the mechanical loss, the copper loss power value and iron loss power value of the motor during operation are obtained; Based on the copper loss power value, the iron loss power value, and the thermal resistance, the stator core temperature rise and the winding copper conductor temperature rise are obtained. The motor temperature is obtained based on the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature. The operating mode of the motor is controlled based on motor temperature.

11. The method according to claim 10, characterized in that, The motor operating mode based on motor temperature control includes: When the motor temperature is greater than or equal to a first preset temperature threshold, the motor is cooled down based on the vehicle's steering state or the working state of the active stabilizer bar until the motor temperature is reduced to a second preset temperature threshold.

12. The method according to claim 11, characterized in that, The step of cooling the motor based on the vehicle's steering state or the operating state of the active stabilizer bar until the motor temperature drops to a second preset temperature threshold includes: If the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, the speed of the motor is limited until the motor temperature drops to a second preset temperature threshold. or, If the vehicle is in a non-steering state, or if the active stabilizer bar is in a state where no torque output is required, the motor is powered off until the motor temperature drops to a second preset temperature threshold.

13. The method according to claim 12, characterized in that, If the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, limiting the motor's speed until the motor temperature drops to a second preset temperature threshold includes: If the vehicle's steering state is continuous steering, or if the active stabilizer bar's operating state is output torque, the lower axle arm of the power transistor is controlled to achieve a three-phase short circuit to reduce the motor's speed.

14. The method according to claim 10, characterized in that, The process of obtaining the thermal resistance of the motor during operation based on motor parameters includes: The thermal resistance of the insulation is obtained based on the insulation thickness of the motor slot, the equivalent thermal conductivity of the motor insulation, and the inner surface area of ​​the motor slot. The thermal resistance of the air duct surface is obtained based on the core length, the thermal conductivity of the core, the thermal conductivity of air, the thermal conductivity of the frame material, the stator slot bottom radius, the stator outer radius, the inner radius of the frame air duct, and the equivalent air gap thickness. The convective heat exchange resistance is obtained based on the surface convective heat exchange coefficient and the surface area of ​​the air duct. The thermal resistance of the motor during operation is obtained based on the thermal resistance of insulation and thermal conductivity, the thermal resistance of the air duct surface, and the thermal resistance of convection exchange.

15. The method according to claim 14, characterized in that, The method for obtaining the thermal resistance of the motor during operation based on insulation thermal resistance, duct surface thermal resistance, and convection exchange thermal resistance includes: The sum of the insulating thermal resistance, the duct surface thermal resistance, and the convective exchange thermal resistance is determined to be the thermal resistance of the motor during operation.

16. The method according to claim 10, characterized in that, The process of obtaining the copper loss power value and iron loss power value of the motor during operation based on the stator copper loss, the stator iron loss, and the mechanical loss includes: The copper loss power value is equal to the stator copper loss; The iron loss power value is equal to half the sum of the stator iron loss and the mechanical loss.

17. The method according to claim 10, characterized in that, The method of obtaining the motor temperature based on the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature includes: The sum of the stator core temperature rise, the winding copper conductor temperature rise, and the ambient temperature is determined as the motor temperature.

18. An electronic device, characterized in that, include: A processor and a memory, the memory storing programs or instructions executable on the processor, the programs or instructions, when executed by the processor, implementing the motor temperature determination method for a vehicle as described in any one of claims 1 to 9 or the motor control method for a vehicle as described in any one of claims 10 to 17.

19. A vehicle, characterized in that, include: A processor and a memory, the memory storing programs or instructions executable on the processor, the programs or instructions, when executed by the processor, implementing the motor temperature determination method for a vehicle as described in any one of claims 1 to 9 or the motor control method for a vehicle as described in any one of claims 10 to 17.

20. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the motor temperature determination method for a vehicle as described in any one of claims 1 to 9 or the motor control method for a vehicle as described in any one of claims 10 to 17.

21. A computer program product, characterized in that, When the program product is executed by the processor of a vehicle or a cloud server, it implements the vehicle motor temperature determination method as described in any one of claims 1 to 9 or the vehicle motor control method as described in any one of claims 10 to 17.

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