New energy motor auxiliary heating intelligent control method and system and electronic equipment

Abstract

The invention discloses a new energy motor auxiliary heating intelligent control method, and relates to the field of vehicle low-temperature thermal management, and the method comprises the steps: obtaining a target temperature demand and a current state of a motor, and sending a heating power request to a vehicle control unit; the vehicle control unit receives the heating power request and combines the current state of the motor; judging whether the motor needs to provide an auxiliary heat source; if yes, the maximum safe heating power capable of being output by the motor is determined, and a heating control instruction containing a mode instruction and a power instruction is generated and sent to a motor control unit; the motor control unit selects a corresponding heating mode according to the mode instruction and the motor operation parameters and executes heat production operation, wherein the heating mode at least comprises a parking state heating mode and a driving state heating mode; the motor control unit monitors motor operation state parameters in real time and feeds back actual heating power and a current working mode to the vehicle control unit, and the vehicle control unit dynamically adjusts a heating control instruction according to feedback data.

Description

Technical Field

[0001] This relates to the field of vehicle low-temperature thermal management, specifically to a smart control method for auxiliary heating of a new energy motor, a smart control system for auxiliary heating of a new energy motor, electronic equipment, and storage medium. Background Technology

[0002] The driving range, driving experience, and heating capacity of pure electric vehicles in winter have always been a key focus for users. For defrosting, defogging, and heating in the cabin during winter, traditional gasoline vehicles mainly utilize the waste heat from the engine to meet these requirements. However, pure electric vehicles, lacking an engine, generate significantly less heat from their electric motors, making them insufficient for adequate heating. Most mainstream models on the market employ high-power PTC heaters or heat pump + PTC combinations, which consume a significant amount of power from the battery.

[0003] Problems: Currently, some models use motor stall to assist the heating system and reduce the allowable power of the PTC heating device. However, this mainly solves the problem of slow charging speed in low-temperature outdoor conditions during winter. It cannot solve the problems of defrosting, defogging, and heating of the passenger compartment during parking charging and low-temperature driving. In order to avoid serious reduction in the driving range of the power battery at low temperatures, some models have to make certain sacrifices in heating performance, which affects the comfort of passengers to some extent.

[0004] For example, a Chinese patent, titled "A Method for Heating an Electric Drive-Auxiliary Battery Pack," application number CN202311182802.4, discloses a method for detecting electric drive and vehicle parameters; comparing these parameters with set values; and adjusting the heating output power of the electric drive based on the comparison results. The IGBT temperature is used as the primary reference. This solution, through real-time calculation of IGBT temperature and heating power, transforms the original single threshold switching control into dynamic temperature slope control. It controls the output heating power of the active heating function based on the IGBT temperature, achieving dynamic balance and stability in heat generation, extending the continuous activation time of the function, thereby improving the efficiency of the active heating function. Simultaneously, it reduces voltage and current oscillations and NVH problems caused by frequent switching of the active heating function. This solution uses IGBT temperature as the primary reference, achieving dynamic temperature slope control by monitoring and adjusting the real-time IGBT temperature and heating power requirements.

[0005] For example, the Chinese patent, titled "A Self-Heating Method and Water Inlet Maintenance Method for a Drive Motor," with application number CN202011590927.7, specifically discloses obtaining rotor frequency and position signals through a rotor position simulator, adjusting the actual motor temperature and receiver temperature setting using a PI controller, and then obtaining the AC and DC axis current components through calculation. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide a smart control method for auxiliary heating of a new energy motor, a smart control system for auxiliary heating of a new energy motor, electronic equipment and storage medium, aiming to solve the problem of excessive battery power loss at low temperatures caused by simply increasing the allowable specification of PTC, and how to use motor auxiliary heating to improve the efficiency of the vehicle thermal management system.

[0007] This invention provides the following solution:

[0008] According to one aspect of the present invention, a smart control method for auxiliary heating of a new energy motor is provided, comprising the following steps:

[0009] Obtain the target temperature requirement and the current status of the motor, and send a heating power request to the vehicle controller;

[0010] The vehicle controller receives a heat dissipation power request and, based on the current state of the motor, determines whether the motor needs to provide an auxiliary heat source.

[0011] If yes, then determine the maximum safe heating power that the motor can output, generate a heating control command that includes mode command and power command, and send it to the motor control unit;

[0012] The motor control unit selects the corresponding heating mode and performs heat generation operation according to the mode command and motor operating parameters. The heating modes include at least the parking state heating mode and the driving state heating mode.

[0013] The motor control unit monitors the motor's operating status parameters in real time and feeds back the actual heating power and current operating mode to the vehicle controller. The vehicle controller then dynamically adjusts the heating control commands based on the feedback data.

[0014] Furthermore, including:

[0015] Obtaining the target temperature requirement and the current status of the motor includes: collecting the actual temperature inside the vehicle and the ambient temperature through temperature sensors, calculating the total heat demand in combination with the target temperature set by the user, and simultaneously obtaining the motor speed, temperature and load status parameters.

[0016] Furthermore, including:

[0017] The vehicle controller determines whether the motor needs to provide an auxiliary heat source based on the current state of the motor; it also obtains the current battery status, and when the battery level is lower than a preset threshold, it prioritizes the drive demand and reduces the auxiliary heating power allocation ratio.

[0018] Furthermore, including:

[0019] The mode commands include: active heating mode command for parking and active heating mode command for driving;

[0020] The triggering conditions for the active parking heating mode include: receiving the active parking heating mode command, motor speed <10rpm, water pump in a non-faulty state and normal CAN communication;

[0021] The triggering conditions for the vehicle active heating mode include: receiving the vehicle active heating command, motor speed > 230 rpm, water pump in a non-faulty state, and normal CAN communication.

[0022] Furthermore, including:

[0023] The heating mode can be switched between parking and driving modes. When the motor speed increases from <10rpm to >230rpm and a driving active heating command is received, the heating mode can be switched directly from parking mode to driving mode. When the motor speed decreases from >230rpm to <10rpm and a parking active heating command is received, the heating mode can be switched back to parking mode.

[0024] Furthermore, including:

[0025] The motor control unit monitors the motor operating status parameters in real time, including motor temperature, current, and speed. When the motor temperature exceeds the threshold or the current is overloaded, the actual heating power is automatically reduced and fed back to the vehicle controller. If the motor does not return to normal within the preset time threshold, the heating operation is stopped.

[0026] Furthermore, including:

[0027] The motor control unit also includes a fault protection mechanism: when a motor fault level ≥4 is detected, the heating operation is immediately stopped and the system switches to fault mode; when the fault level drops to <3, the system returns to normal heating mode and sends a request to the vehicle controller to reallocate the heating power.

[0028] According to a second aspect of the present invention, a smart control system for auxiliary heating of a new energy motor is provided, comprising:

[0029] The module includes a status acquisition module, an intelligent judgment module, a mode execution module, and a feedback correction module.

[0030] The status acquisition module is used to acquire the target temperature requirement and the current status of the motor, and send a heating power request to the vehicle controller.

[0031] The intelligent judgment module is used to receive heat dissipation power requests and combine them with the current status of the motor;

[0032] Determine whether an auxiliary heat source from the motor is required;

[0033] If yes, then determine the maximum safe heating power that the motor can output, generate a heating control command that includes mode command and power command, and send it to the motor control unit;

[0034] The mode execution module is used to select the corresponding heating mode and perform heat generation operation according to the mode command and motor operating parameters. The heating modes include at least the parking state heating mode and the driving state heating mode.

[0035] The feedback correction module is used to monitor the motor's operating status parameters in real time and feed back the actual heating power and current working mode to the vehicle controller. The vehicle controller dynamically adjusts the heating control commands based on the feedback data.

[0036] According to three aspects of the present invention, an electronic device is provided, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0037] The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of an intelligent control method for auxiliary heating of a new energy motor.

[0038] According to four aspects of the present invention, a computer-readable storage medium is provided, which stores a computer program executable by an electronic device, which, when the computer program is run on the electronic device, causes the electronic device to perform the steps of a smart control method for auxiliary heating of a new energy motor.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] This application utilizes the function of a motor as a partial heating source in low-temperature environments, and uses the heat generated during motor operation to assist the air conditioning heating system in heating and charging the battery and heating the passenger compartment, thereby reducing the selection specifications of the heat pump system and PTC heating device and achieving cost reduction of system components.

[0041] This application optimizes the design of the vehicle's thermal management system by using the motor as an additional heat source, thereby achieving efficient resource utilization.

[0042] This application utilizes the coordinated control of the air conditioning controller (AC), vehicle control unit (VCU), and motor controller (MCU) to dynamically adjust the motor's heat generation power to meet the needs of different operating conditions. This allows the battery to reach its optimal temperature range as quickly as possible, reducing overcharging and over-discharging of the battery at low temperatures, improving battery charging power, and extending battery life.

[0043] This application converts the heat generated during motor operation, which would otherwise be wasted, into a heat source for heating / battery heating, thus avoiding the traditional mode of generating heat through additional energy consumption and reducing excessive power loss of the power battery.

[0044] This application enables the heating power to reach 1.6kW after the motor is started for 2 minutes, and can support the output of 5.4kW of heating capacity of the thermal system within 12 minutes, so as to achieve rapid heating of the vehicle interior. Attached Figure Description

[0045] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0046] Figure 1 This is a flowchart of an intelligent control method for auxiliary heating of a new energy motor provided by one or more embodiments of the present invention.

[0047] Figure 2 This is a structural diagram of an intelligent control system for auxiliary heating of a new energy motor provided in one or more embodiments of the present invention.

[0048] Figure 3 This is an interactive control diagram of a motor-assisted heating vehicle system according to a specific embodiment of the present invention.

[0049] Figure 4 This is a state diagram showing the switching of the MCU working mode in a specific embodiment of the present invention for motor-assisted heating.

[0050] Figure 5 This is a verification diagram of the vehicle heating effect of an active motor heating application according to a specific embodiment of the present invention.

[0051] Figure 6 This is a block diagram of an electronic device for an intelligent control method for auxiliary heating of a new energy motor provided by one or more embodiments of the present invention.

[0052] Figure 5 In the middle: 1-Internal circulation return air; 2-Driver's foot vent; 3-Internal cooling outlet; 4-Internal cooling inlet; 5-Battery water outlet; 6-Battery water inlet. Detailed Implementation

[0053] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0054] Figure 1This is a flowchart of an intelligent control method for auxiliary heating of a new energy motor provided by one or more embodiments of the present invention.

[0055] like Figure 1 As shown, it includes the following steps:

[0056] Step S1: Obtain the target temperature requirement and the current status of the motor, and send a heat dissipation power request to the vehicle controller;

[0057] Step S2: The vehicle controller receives a heat dissipation power request and combines it with the current status of the motor;

[0058] Determine whether an auxiliary heat source from the motor is required;

[0059] If yes, then determine the maximum safe heating power that the motor can output, generate a heating control command that includes mode command and power command, and send it to the motor control unit;

[0060] Step S3: The motor control unit selects the corresponding heating mode according to the mode command and motor operating parameters and performs the heat generation operation. The heating modes include at least the parking state heating mode and the driving state heating mode.

[0061] In step S4, the motor control unit monitors the motor operating status parameters in real time and feeds back the actual heating power and current working mode to the vehicle controller. The vehicle controller dynamically adjusts the heating control command based on the feedback data.

[0062] Specifically, in existing technologies, pure electric vehicles, lacking engine waste heat, rely on high-power PTC heaters or heat pump + PTC combinations to meet heating needs, which consumes a great deal of power from the battery and directly exacerbates the reduction in range at low temperatures.

[0063] By using the VCU to determine the logic for enabling motor-assisted heating, the motor can bear part of the heating load, reducing the reliance on the PTC / heat pump system and solving the technical problem of excessive battery power consumption caused by the need to increase the PTC specification for heating.

[0064] By recycling and reusing the heat loss generated during motor operation, the workload of the PTC / heat pump is reduced, directly lowering the power consumption of the power battery for heating and alleviating the range reduction in low temperatures.

[0065] Since the motor undertakes part of the heating function, the specifications of the selected PTC heater and heat pump system can be reduced, and there is no need to pursue high power configuration, thereby reducing the cost of parts in the vehicle thermal management system.

[0066] In existing technologies, the motor-assisted heating in some vehicle models is only designed for slow charging speeds at low temperatures. It does not cover the preheating, defrosting, and defogging of the passenger compartment when the vehicle is parked and charging, as well as the continuous heating needs during driving, resulting in a sacrifice of user comfort.

[0067] By clearly defining the heating modes for parking and driving, and combining the VCU's logic of generating mode commands based on operating conditions and dynamically adjusting them, heating coverage is achieved for all scenarios, including parking (such as charging) and driving, thus solving the problem of insufficient adaptability of existing technologies to operating conditions.

[0068] With parking heating modes, such as preheating the passenger compartment while charging, defrosting, and driving heating modes, continuous heating is provided while driving, adapting to the heating needs of all scenarios, including parking and driving, in low temperatures.

[0069] Through real-time feedback and dynamic adjustment logic, the heating power is precisely matched with the temperature requirements. For example, the power is dynamically increased when the user sets the temperature to rise, avoiding insufficient or excessive heating, and improving the heating response speed and stability. Test data shows that the heating power can reach 1.6kW in 2 minutes at -18℃, which meets the heating needs in severe cold.

[0070] Furthermore, including:

[0071] Obtaining the target temperature requirement and the current status of the motor includes: collecting the actual temperature inside the vehicle and the ambient temperature through temperature sensors, calculating the total heat demand in combination with the target temperature set by the user, and simultaneously obtaining the motor speed, temperature and load status parameters.

[0072] Furthermore, including:

[0073] The vehicle controller determines whether the motor needs to provide an auxiliary heat source based on the current state of the motor; it also obtains the current battery status, and when the battery level is lower than a preset threshold, it prioritizes the drive demand and reduces the auxiliary heating power allocation ratio.

[0074] Specifically, in existing technologies, there is a lack of linkage between controllers of air conditioning, vehicle, and motor, and the matching degree between heating power and motor status and vehicle load is low, which easily leads to insufficient heating or power waste.

[0075] By forming a closed-loop coordination through demand initiation, VCU evaluation and decision-making, MCU execution mode, and feedback adjustment, the VCU determines the necessity of heating and limits the safe power based on battery power and motor status. The MCU selects the mode based on parameters such as speed and dynamically adjusts commands through real-time feedback, thus solving the control coordination problem of the disconnect between heating demand and vehicle status.

[0076] Furthermore, including:

[0077] The mode commands include: active heating mode command for parking and active heating mode command for driving;

[0078] The triggering conditions for the active parking heating mode include: receiving the active parking heating mode command, motor speed <10rpm, water pump in a non-faulty state and normal CAN communication;

[0079] The triggering conditions for the vehicle active heating mode include: receiving the vehicle active heating command, motor speed > 230 rpm, water pump in a non-faulty state, and normal CAN communication.

[0080] Furthermore, including:

[0081] The heating mode can be switched between parking and driving modes. When the motor speed increases from <10rpm to >230rpm and a driving active heating command is received, the heating mode can be switched directly from parking mode to driving mode. When the motor speed decreases from >230rpm to <10rpm and a parking active heating command is received, the heating mode can be switched back to parking mode.

[0082] Furthermore, including:

[0083] The motor control unit monitors the motor operating status parameters in real time, including motor temperature, current, and speed. When the motor temperature exceeds the threshold or the current is overloaded, the actual heating power is automatically reduced and fed back to the vehicle controller. If the motor does not return to normal within the preset time threshold, the heating operation is stopped.

[0084] Furthermore, including:

[0085] The motor control unit also includes a fault protection mechanism: when a motor fault level ≥4 is detected, the heating operation is immediately stopped and the system switches to fault mode; when the fault level drops to <3, the system returns to normal heating mode and sends a request to the vehicle controller to reallocate the heating power.

[0086] Specifically, the heat generated by the motor must be strictly matched with its operating conditions, such as speed and temperature. Existing technologies do not clearly define the safety boundaries and fault response mechanisms for motor heating, which can easily damage the motor due to overload or overheating.

[0087] In step S2, the VCU determines the maximum safe heating power that the motor can output, and in step S4, the MCU monitors the motor's operating status parameters in real time and provides feedback, forming a dual safety control system of power pre-limitation + real-time status monitoring, which solves the safety risk problem in the motor auxiliary heating process.

[0088] This includes logic for power reduction feedback during abnormalities, status reporting during faults, and requesting power reallocation during recovery. It solves the problem of information interaction gap between the MCU and VCU, ensuring that the vehicle controller can dynamically adjust instructions based on the actual state of the motor and avoid coordination failures.

[0089] By avoiding motor overheating and overload, the wear and tear on the motor hardware is directly reduced; at the same time, the instantaneous high current discharge or ineffective power consumption of the battery caused by motor failure is reduced, further extending the cycle life of the power battery.

[0090] Figure 2 This is a structural diagram of an intelligent control system for auxiliary heating of a new energy motor provided in one or more embodiments of the present invention.

[0091] like Figure 2 As shown, it includes:

[0092] The module includes a status acquisition module, an intelligent judgment module, a mode execution module, and a feedback correction module.

[0093] The status acquisition module is used to acquire the target temperature requirement and the current status of the motor, and send a heating power request to the vehicle controller.

[0094] The intelligent judgment module is used to receive heat dissipation power requests and combine them with the current status of the motor;

[0095] Determine whether an auxiliary heat source from the motor is required;

[0096] If yes, then determine the maximum safe heating power that the motor can output, generate a heating control command that includes mode command and power command, and send it to the motor control unit;

[0097] The mode execution module is used to select the corresponding heating mode and perform heat generation operation according to the mode command and motor operating parameters. The heating modes include at least the parking state heating mode and the driving state heating mode.

[0098] The feedback correction module is used to monitor the motor's operating status parameters in real time and feed back the actual heating power and current working mode to the vehicle controller. The vehicle controller dynamically adjusts the heating control commands based on the feedback data.

[0099] Specifically, the status acquisition module converts the target temperature requirement into a quantified heating power request, avoiding overheating caused by vague requirements in traditional systems; the intelligent judgment module only activates the motor auxiliary function when heating is indeed required, reducing ineffective power consumption of the power battery and directly alleviating the problem of low-temperature range degradation.

[0100] The intelligent judgment module combines the current state of the motor, such as speed and temperature, to determine the necessity of heating, thus avoiding the waste of energy from additional heating when the motor is under high load.

[0101] By calculating the maximum safe heating power, the boundaries of the MCU's heat generation operation are defined, avoiding overload and overheating failures of the motor due to power exceeding limits, and extending the motor's service life.

[0102] Parking + Driving Dual Mode Adaptation in the Mode Execution Module:

[0103] When the vehicle is parked, such as while charging, the parking heating mode can be used to preheat the passenger compartment and remove frost and fog from the windows.

[0104] While in motion, the vehicle can continuously meet heating needs through the vehicle heating mode, solving the problem of comfort sacrifice caused by incomplete adaptation of existing technologies to operating conditions. According to the test data in the disclosure document, the heating power can reach 1.6kW in 2 minutes at -18℃, which meets the heating needs in severe cold.

[0105] The feedback correction module and the intelligent judgment module form a closed loop: the actual heating power and motor status fed back by the MCU in real time provide the basis for the VCU's dynamic adjustment commands, ensuring that the heating power and temperature requirements are accurately matched, such as increasing the power when the target temperature rises and reducing the power when the motor temperature exceeds the limit; at the same time, the AC, VCU and MCU achieve coordinated control through information flow between modules, optimizing the resource utilization efficiency of the vehicle thermal management system—the full recovery of motor waste heat can reduce the selection specifications of PTC heaters and heat pump systems, thereby reducing the cost of system components.

[0106] The feedback correction module monitors motor operating parameters such as temperature, current, and speed in real time. Combined with the intelligent judgment module's safe power calculation, this forms a dual safety protection: if abnormal parameters occur, timely intervention can be provided through VCU dynamic adjustment commands (such as reducing power or stopping heating) to prevent the fault from escalating; at the same time, the information feedback mechanism between modules ensures that the vehicle controller can keep track of the heating system status in real time, improving the safety and stability of the vehicle's operation.

[0107] It is worth noting that although only some basic functional modules are disclosed in this embodiment, it does not mean that the composition of this system is limited to the above-mentioned basic functional modules. On the contrary, what this embodiment intends to express is that, based on the above-mentioned basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with existing technology to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. The fact that this embodiment only discloses a few basic functional modules does not mean that the scope of protection of the claims of this invention is limited to the disclosed basic functional modules. At the same time, for the convenience of description, the above device is described separately according to its functions as various units and modules. Of course, in implementing this invention, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0108] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0109] Figure 3 This is an interactive control diagram of a motor-assisted heating vehicle system according to a specific embodiment of the present invention.

[0110] like Figure 3 As shown, the air conditioning controller (AC) is responsible for monitoring the driver's temperature requirements inside the vehicle and sending a heating power request to the VCU.

[0111] Vehicle Controller (VCU): Responsible for receiving the heating power demand from the air conditioning system and sending it to the motor controller (MCU).

[0112] Motor controller (MCU): Calculates and allocates the heat generation task of the motor based on the received heat generation power demand and the current state of the motor (such as speed, temperature, etc.).

[0113] The air conditioning system calculates the required heating power based on the temperature sensor data inside the vehicle and the target temperature set by the user, and sends the demand to the vehicle control unit (VCU).

[0114] After receiving the power demand, the VCU assesses whether the motor auxiliary heating function needs to be activated, taking into account the current battery level and other load conditions. If so, it forwards the power demand to the motor controller (MCU).

[0115] After receiving the heating power demand, the MCU selects the appropriate heating mode and assigns the heat generation task according to the current state of the motor (such as speed, temperature, load, etc.).

[0116] Throughout the process, the MCU continuously monitors the motor's status parameters (such as temperature and current) to ensure that the motor operates within a safe range. Simultaneously, the actual heat generation power is fed back to the VCU for dynamic adjustments.

[0117] MCU auxiliary heating mode control logic:

[0118] When the air conditioning system requires heat from the motor, it transmits this heat to the motor controller (MCU) via the vehicle control unit (VCU). If heating is required, the MCU accepts and executes the VCU's auxiliary heating command and sends feedback of the current mode and power status to the VCU.

[0119] I. The VCU has the following auxiliary heating request modes.

[0120] 1. Non-active heating requirement: 0 x 0;

[0121] 2. Active heating command during vehicle operation: 0 x 1;

[0122] 3. Automatic heating command when parking: 0 x 2.

[0123] II. The MCU reports the following auxiliary heating operating modes to the VCU.

[0124] 1. Active heating mode is not enabled: 0 x 0;

[0125] 2. Active heating mode during driving: 0 x 1;

[0126] 3. Active heating during parking: 0 x 2;

[0127] 4. Motor system fault status: 0 x 3.

[0128] III. The MCU has the following operating modes

[0129] 1. STATE_Init (State machine initialization);

[0130] 2. Standby (waiting mode);

[0131] 3. Torque Mode;

[0132] 4. Speed ​​Mode;

[0133] 5. HVPwrDown (High Voltage Power-Down Mode);

[0134] 6. LVShutDown (Low Voltage Power-Down Mode).

[0135] IV. Required Variables for VCU

[0136] 1. VCU auxiliary heating request mode command;

[0137] 2. VCU auxiliary heating power request command.

[0138] V. Variables required for MCU

[0139] 1. MCU-assisted heating mode;

[0140] 2. Actual power of MCU-assisted heating;

[0141] 3. Maximum power in the current gear;

[0142] VI. Required Variables for MCU

[0143] 1. MCU-assisted heating mode;

[0144] 2. Actual power of MCU-assisted heating;

[0145] 3. Maximum power in the current gear.

[0146] VII. MCU-assisted heating working mode switching

[0147] Transform A

[0148] The transition from Init to Run in A is executed when the following conditions are met:

[0149] Init represents the initial state when the system starts up or resets, and is used to complete the basic parameter configuration and state initialization.

[0150] Run represents the core state of the system in normal processing of heating requests, which is the flow from initialization to operation or fault recovery to operation.

[0151] MCU operating mode ≠ STATE_Init &&;

[0152] The heating mode requested by the VCU is not initialization (0 x 0);

[0153] The Run to Init transition in A is executed when the following conditions are met;

[0154] 1) The heating mode requested by the VCU is initialization (0 x 0);

[0155] Conversion B

[0156] The conversion from Standby to ParkHeating in B is performed when the following conditions are met;

[0157] Standby indicates a sleep state when there is no active heating requirement, and can quickly respond to wake-up requests for parking heating or driving heating.

[0158] ParkHeating refers to the heating mode when the vehicle is stationary (such as charging or parking), which is suitable for low speed and low load conditions.

[0159] VCU auxiliary heating enable command == 1 &&

[0160] CAN communication is fault-free (no communication timeout, no E2E, no busoff) &&

[0161] 3) The VCU auxiliary heating request mode is a parking active heating command (0 x 2) &&

[0162] 4) Motor speed < xxx rpm &&

[0163] 5) The water pump is in a non-faulty state.

[0164] 6) MCU operating mode is Standby

[0165] The conversion from ParkHeating in B to Standby is performed when one of the following conditions is met.

[0166] The VCU auxiliary heating request mode is non-active heating command (0 x 1)∥;

[0167] VCU auxiliary heating enable command == 0 ∥;

[0168] 3) The water pump is in a fault state.

[0169] 4) Motor speed > xxx rpm;

[0170] Conversion C

[0171] The conversion from Standby in C to DrvHeating will be performed when the following conditions are met;

[0172] DrvHeating indicates the heating mode when the vehicle is in motion, matching high speed and torque output (Torque Mode) conditions.

[0173] VCU auxiliary heating enable command == 1 &&;

[0174] CAN communication is fault-free (no communication timeout, no E2E, no busoff) &&;

[0175] 3) The VCU auxiliary heating request mode is the vehicle active heating command (0 x 1) &&;

[0176] 4) Motor speed > xxx rpm &&;

[0177] 5) The water pump is in a non-faulty state.

[0178] 6) The MCU is operating in Torque Mode;

[0179] Perform the conversion from DrvHeating in C to Standby when one of the following conditions is met.

[0180] The VCU auxiliary heating request mode is non-active heating command (0 x 0)∥;

[0181] VCU auxiliary heating enable command == 0 ∥;

[0182] 3) The water pump is in a fault state.

[0183] 4) CAN communication failure present;

[0184] 5) Motor speed < xxx rpm;

[0185] Transformation D

[0186] The conversion from ParkHeating in D to DrvHeating is performed when the following conditions are met.

[0187] MCU operating mode is Torque Mode &&

[0188] 2) VCU auxiliary heating request mode is active vehicle heating command (0 x 1) &&

[0189] 3) Motor speed > xxx rpm &&

[0190] The conversion from DrvHeating in D to ParkHeating is performed when the following conditions are met.

[0191] VCU auxiliary heating request mode is active heating command for parking (0 x 2) &&

[0192] 2) MCU operating mode is Standby or Torque Mode &&

[0193] 3) Motor speed < xxx rpm

[0194] Conversion E

[0195] Execute the Run to Failure transition in E when the following conditions are met;

[0196] Failure indicates a protection state when the system detects a serious fault, prohibiting normal heating operation.

[0197] MCU fault level ≥ xxx

[0198] Execute the conversion from Failure in E to Run when the following conditions are met.

[0199] MCU fault level < xxx

[0200] Transform F

[0201] Execute the conversion from Failure in E to Init when the following conditions are met.

[0202] The MCU is in the STATE_Init (state machine initialization) state.

[0203] Through the switching logic described above, the system adapts to both low-speed stationary and high-speed driving conditions, allowing the heating strategy to be deeply coupled with the vehicle's status, thereby improving energy efficiency. For example, it can provide low-power heating when the vehicle is parked and high-power supplementary heating when the vehicle is driving.

[0204] By smoothly switching between multiple states such as parking, operation, and malfunction, closed-loop control is achieved to automatically adapt vehicle status changes and heating modes, thereby improving the continuity of heating for users and the real-time response of the system.

[0205] Figure 5This is a verification diagram of the vehicle heating effect of an active motor heating application according to a specific embodiment of the present invention.

[0206] like Figure 5 As shown in the figure, the heating performance under low temperature conditions is illustrated by combining the graph and the chart. As the water temperature on the heat absorption side increases (from -18℃ to 0℃), the heating capacity gradually increases, but the COP (coefficient of performance) first decreases and then increases. At the same time, the curves intuitively present the temperature response process of each key part of the system when the motor actively heats at -25℃, reflecting the thermal management characteristics under low temperature conditions.

[0207] The heat pump's operating temperature range can be extended down to -18℃, meeting the heating needs of extremely cold climates and solving the problem of the sharp drop in efficiency of traditional heat pumps below -10℃.

[0208] This application enables the heating power to reach 1.6kW after the motor is started for 2 minutes, and can support the output of 5.4kW of heating capacity of the thermal system within 12 minutes, so as to achieve rapid heating of the vehicle interior.

[0209] Among them, the temperatures of curves 1-4 all show a significant upward trend, indicating that the system can effectively increase the air temperature inside the vehicle and meet the heating needs at low temperatures.

[0210] The temperature curves 5-6 are relatively stable and slightly rising, indicating that while the system provides heat to the crew compartment, it can also take into account battery thermal management, avoid excessive battery degradation due to low temperature, and ensure the battery's working performance in low-temperature environments.

[0211] Through the invention of a motor-assisted heating control method, bench calibration was completed under relevant operating conditions of the motor based on the power requirements of the vehicle's thermal system. Finally, tests were conducted at different temperatures. Applying active motor heating technology, the inlet and outlet temperatures of the coolant, the inlet water to the motor, and the outlet water to the battery were monitored. The temperature of the recirculated air in the passenger compartment and the driver's foot vents was collected using equipment. Test results show that the current heat pump operating temperature range can reach -18℃. At -18℃, the heating power reaches 1.6kW in 2 minutes; at -10℃, the heating power is 4.0kW in 6 minutes; at -5℃, the heating power is 4.0kW in 9 minutes; and at 0℃, the heating power is 5.4kW in 12 minutes, which can meet the heating needs of the passenger compartment in severe winter conditions.

[0212] Figure 6 This is a block diagram of an electronic device for an intelligent control method for auxiliary heating of a new energy motor provided by one or more embodiments of the present invention.

[0213] like Figure 6 As shown, this application provides an electronic device, including: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0214] The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of an intelligent control method for auxiliary heating of a new energy motor.

[0215] This application also provides a computer-readable storage medium storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a smart control method for auxiliary heating of a new energy motor.

[0216] For the sake of simplicity, the method embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0217] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0218] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A smart control method for auxiliary heating of a new energy motor, characterized in that, Includes the following steps: Obtain the target temperature requirement and the current status of the motor, and send a heating power request to the vehicle controller; The vehicle controller receives the heat generation power request and, based on the current state of the motor, determines whether the motor needs to provide an auxiliary heat source. If yes, then determine the maximum safe heating power that the motor can output, generate a heating control command that includes mode command and power command, and send it to the motor control unit; The motor control unit selects the corresponding heating mode and performs heat generation operation according to the mode command and motor operating parameters. The heating mode includes a parking state heating mode and a driving state heating mode. The motor control unit monitors the motor's operating status parameters in real time and feeds back the actual heating power and current operating mode to the vehicle controller. The vehicle controller then dynamically adjusts the heating control commands based on the feedback data.

2. The intelligent control method for auxiliary heating of a new energy motor according to claim 1, characterized in that, The process of obtaining the target temperature requirement and the current status of the motor includes: collecting the actual temperature inside the vehicle and the ambient temperature through temperature sensors, calculating the total heat demand in combination with the target temperature set by the user, and simultaneously obtaining the motor speed, temperature and load status parameters.

3. The intelligent control method for auxiliary heating of a new energy motor according to claim 1, characterized in that, include: The vehicle controller determines whether the motor needs to provide an auxiliary heat source based on the current state of the motor; it also includes obtaining the current battery status, and when the battery level is lower than a preset threshold, prioritizing the drive demand and reducing the auxiliary heating power allocation ratio.

4. The intelligent control method for auxiliary heating of a new energy motor according to claim 1, characterized in that, The mode commands include: parking active heating mode command and driving active heating mode command; The triggering conditions for the parking active heating mode include: receiving the parking active heating mode command, motor speed <10rpm, and water pump being in a non-faulty state and CAN communication being normal. The triggering conditions for the vehicle active heating mode include: receiving a vehicle active heating command, motor speed > 230 rpm, and water pump being in a non-faulty state and CAN communication being normal.

5. The intelligent control method for auxiliary heating of a new energy motor according to claim 4, characterized in that, The heating mode in the parking state and the heating mode in the driving state can be switched. When the motor speed increases from <10rpm to >230rpm and a driving active heating command is received, the heating mode is switched from the parking state heating mode to the driving state heating mode. When the motor speed decreases from >230rpm to <10rpm and a parking active heating command is received, the heating mode is switched from the driving state heating mode to the parking state heating mode.

6. The intelligent control method for auxiliary heating of a new energy motor according to claim 1, characterized in that, The motor control unit monitors the motor operating status parameters in real time, including motor temperature, current, and speed. When the motor temperature exceeds the threshold or the current is overloaded, the actual heating power is automatically reduced and fed back to the vehicle controller. If the motor does not return to normal within the preset time threshold, the heating operation is stopped.

7. The intelligent control method for auxiliary heating of a new energy motor according to claim 1, characterized in that, The motor control unit also includes a fault protection mechanism: when a motor fault level ≥4 is detected, the heating operation is immediately stopped and the fault mode is switched; when the fault level drops to <3, the normal heating mode is restored and feedback is sent to the vehicle controller to request the reallocation of heating power.

8. A smart control system for auxiliary heating of a new energy motor, characterized in that, include: The module includes a status acquisition module, an intelligent judgment module, a mode execution module, and a feedback correction module. The status acquisition module is used to acquire the target temperature requirement and the current status of the motor, and send a heating power request to the vehicle controller. The intelligent judgment module is used to receive the heat generation power request and combine it with the current state of the motor; Determine whether an auxiliary heat source from the motor is required; If yes, then determine the maximum safe heating power that the motor can output, generate a heating control command that includes mode command and power command, and send it to the motor control unit; The mode execution module is used to select the corresponding heating mode and perform heat generation operation according to the mode command and motor operating parameters. The heating mode includes at least a parking state heating mode and a driving state heating mode. The feedback correction module is used to monitor the motor's operating status parameters in real time and feed back the actual heating power and current working mode to the vehicle controller. The vehicle controller dynamically adjusts the heating control commands based on the feedback data.

9. An electronic device, characterized in that, include: The processor, communication interface, memory, and communication bus are connected, with the processor, communication interface, and memory communicating with each other via the communication bus. The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the intelligent control method for auxiliary heating of a new energy motor as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, It stores a computer program that can be executed by an electronic device. When the computer program runs on the electronic device, it causes the electronic device to perform the steps of the intelligent control method for auxiliary heating of a new energy motor as described in any one of claims 1-7.

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