Motor stall heating control method, apparatus, and electronic device

Abstract

This application discloses a method, apparatus, and electronic device for controlling motor stall heating. The method includes: acquiring the motor temperature and motor inlet temperature of an electric vehicle in a low-temperature charging mode; determining the temperature difference between the motor temperature and the motor inlet temperature; controlling the motor to operate at a first stall power when the temperature difference is less than or equal to a target temperature difference; and controlling the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference, wherein the second stall power is lower than the first stall power. This application solves the technical problem of energy waste and motor overheating risk caused by the inability to dynamically adapt heat exchange efficiency to constant power output during motor stall heating.

Description

Technical Field

[0001] This application relates to the field of motor control technology, and more specifically, to a method, apparatus, and electronic device for controlling motor stall heating. Background Technology

[0002] In low-temperature environments, the internal resistance of lithium-ion batteries in electric vehicles increases significantly due to increased electrolyte viscosity and decreased conductivity. To avoid safety risks such as lithium plating on the negative electrode, battery management systems typically restrict the charging current, resulting in a substantial decrease in charging power and a significant extension of charging time. This severely impacts user experience and the market penetration rate of electric vehicles. To alleviate this phenomenon, a common approach is to use motor stall heating. The motor generates heat while stalled, which is then transferred to the battery via coolant circulation, thereby increasing battery temperature and improving charging performance.

[0003] However, many related technologies employ constant power continuous stall heating, meaning the motor is driven at a fixed power throughout the heating process without adjustment based on dynamic heat exchange requirements. This method has two drawbacks: First, in the initial heating stage, a higher stall power is used to quickly raise the motor temperature, but continuous high power operation can easily lead to a rapid accumulation of motor body temperature, exceeding the material's tolerance limit and causing irreversible damage such as demagnetization of permanent magnets. Second, once the motor temperature rises to a point where a sufficient temperature difference is formed with the coolant, the heat exchange efficiency approaches saturation. If the initial high power output is maintained, excess energy cannot be effectively transferred to the coolant and is only used to further heat the motor body, resulting in wasted energy, increased energy consumption, and an inability to further improve the heat exchange rate, thus exacerbating the risk of motor overheating.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a method, device, and electronic device for controlling motor stall heating, which at least solves the technical problem of energy waste and motor overheating risk caused by the inability of constant power output to dynamically adapt to heat exchange efficiency during motor stall heating.

[0006] According to one aspect of the embodiments of this application, a motor stall heating control method is provided, comprising: acquiring the motor temperature and the motor inlet temperature of an electric vehicle in a low-temperature charging mode; determining the temperature difference between the motor temperature and the motor inlet temperature; controlling the motor to operate at a first stall power when the temperature difference is less than or equal to a target temperature difference; and controlling the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference, wherein the second stall power is lower than the first stall power.

[0007] Optionally, the method further includes: controlling the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference but less than or equal to the target temperature difference plus a first safety threshold; and linearly decreasing the second stall power when the temperature difference is greater than the target temperature difference plus the first safety threshold.

[0008] Optionally, the method further includes: when the temperature difference is greater than the target temperature difference plus a first safety threshold and less than the target temperature difference plus a second safety threshold, maintaining the stall power after the second stall power has been linearly reduced, and controlling the motor to operate at the corresponding stall power by cyclically judging the temperature difference and the target temperature difference, wherein the second safety threshold is greater than the first safety threshold; when the temperature difference is greater than the target temperature difference plus the second safety threshold, controlling the motor to operate at a third stall power, wherein the third stall power is lower than the second stall power.

[0009] Optionally, the method further includes: controlling the motor to operate at a first stall power when the motor temperature is less than or equal to the target temperature; and controlling the motor to operate at a second stall power when the motor temperature is greater than the target temperature.

[0010] Optionally, the method further includes: controlling the motor to operate at a second stall power when the motor temperature is greater than the target temperature but less than or equal to the target temperature plus a first safety threshold; and linearly reducing the second stall power when the motor temperature is greater than the target temperature plus the first safety threshold.

[0011] Optionally, the method further includes: when the motor temperature is greater than the target temperature plus a first safety threshold and less than the target temperature plus a second safety threshold, maintaining the stall power after the second stall power has been linearly reduced, and controlling the motor to operate at the corresponding stall power by cyclically judging the motor temperature and the target temperature; and controlling the motor to operate at a third stall power when the motor temperature is greater than the target temperature plus a second safety threshold.

[0012] Optionally, the method further includes: controlling the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference and the motor temperature is less than or equal to the target temperature.

[0013] Optionally, the method further includes: upon receiving an exit command, controlling the motor to stop stall heating.

[0014] According to another aspect of the embodiments of this application, a motor stall heating control device is also provided, comprising: an acquisition module for acquiring the motor temperature and the motor inlet temperature of an electric vehicle in a low-temperature charging mode; a determination module for determining the temperature difference between the motor temperature and the motor inlet temperature; a first control module for controlling the motor to operate at a first stall power when the temperature difference is less than or equal to a target temperature difference; and a second control module for controlling the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference, wherein the second stall power is lower than the first stall power.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory and a processor, wherein the memory is used to store program instructions; and the processor is connected to the memory and used to execute the above-described motor stall heating control method.

[0016] According to another aspect of the embodiments of this application, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored computer program, wherein the device containing the non-volatile storage medium executes the above-described motor stall heating control method by running the computer program.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including computer instructions, which, when executed by a processor, implement the above-described motor stall heating control method.

[0018] In this embodiment, the motor temperature and motor inlet temperature of the electric vehicle in low-temperature charging mode are obtained; the temperature difference between the motor temperature and the motor inlet temperature is determined; when the temperature difference is less than or equal to the target temperature difference, the motor is controlled to operate at a first stall power; when the temperature difference is greater than the target temperature difference, the motor is controlled to operate at a second stall power, wherein the second stall power is lower than the first stall power. This achieves the purpose of actively enhancing heating when the heat exchange efficiency is insufficient and timely reducing the derated energy when the heat exchange efficiency is sufficient. Thus, under the premise of ensuring motor safety, the technical effects of significantly shortening the low-temperature charging preheating time, reducing system energy consumption, and improving heat transfer efficiency are achieved. This solves the technical problem of energy waste and motor overheating risk caused by the inability of constant power output to dynamically adapt to heat exchange efficiency during motor stall heating. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 This is a hardware structure diagram of a computer terminal for implementing a motor stall heating control method according to an embodiment of this application;

[0021] Figure 2 This is a flowchart of a motor stall heating control method according to an embodiment of this application;

[0022] Figure 3 This is an overall system flowchart of a motor stall heating control method according to an embodiment of this application;

[0023] Figure 4 This is a flowchart of a motor stall heating control method according to an embodiment of this application, which uses the temperature difference between the motor temperature and the motor inlet water temperature as the control target.

[0024] Figure 5 This is a flowchart of a motor stall heating control method according to an embodiment of this application, which takes motor temperature as the control target;

[0025] Figure 6 This is a structural diagram of a motor stall heating control device according to an embodiment of this application. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] First, some nouns or terms that appear in the explanation of the embodiments of this application shall be interpreted as follows:

[0029] Electric motor: The electric motor is the core component of the electric vehicle drive system, which is used to convert electrical energy into mechanical energy to drive the vehicle. In this application, it is used in reverse as a heat source, generating heat to heat the battery through a stall mechanism.

[0030] Stalled rotor: This refers to a situation where a motor is forced to stop rotating while it is powered on, and the rotor cannot rotate. At this time, the current rises sharply, and the electrical energy is mainly converted into heat energy rather than mechanical energy.

[0031] Inlet temperature: refers to the temperature of the coolant (a liquid medium that circulates, absorbs and transfers heat in the vehicle's thermal management system, usually an aqueous solution of ethylene glycol) before it enters the motor cooling channel. It is used to characterize the initial state of heat exchange in the cooling system and, together with the motor body temperature, constitutes a key parameter for temperature difference calculation.

[0032] Stalled-rotor power: refers to the electrical power consumed by the motor under stall conditions, measured in watts (W). In low-temperature heating scenarios for electric vehicles, stalled-rotor power is actively utilized as a heat source. By controlling the motor to operate continuously at a specific power in stall mode, the heat generated by the motor itself can be transferred to the power battery through coolant circulation, thereby achieving rapid temperature rise. The magnitude of stalled-rotor power is determined by the control strategy and is typically divided into high power (for the rapid temperature rise stage) and low power (for maintaining the heat exchange stage). Its value needs to be precisely calibrated between the motor's short-term overload capacity and the safe threshold of permanent magnet demagnetization temperature to ensure efficient heating without damaging the motor.

[0033] To address the technical shortcomings of constant-power stall-rotor heating methods in related technologies, which suffer from both low heat exchange efficiency and the risk of motor overheating, this application provides a motor stall-rotor heating control method. This method can operate in... Figure 1 The computer terminal shown is described below.

[0034] The motor stall heating control method embodiments provided in this application can be executed on mobile terminals, computer terminals or similar computing devices. Figure 1 A hardware block diagram of a computer terminal for implementing a stall-rotor heating control method for an electric motor is shown. Figure 1As shown, the computer terminal 10 may include one or more processors (shown as 102a, 102b, ..., 102n in the figure) (the processor may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 104 for storing data, and a transmission module 106 for communication functions connected via wired and / or wireless networks. In addition, it may also include: a display, a keyboard, a cursor control device, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of the I / O interface), a network interface, and a BUS bus. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, computer terminal 10 may also include... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0035] It should be noted that the aforementioned one or more processors and / or other data processing circuits are generally referred to herein as "data processing circuits". These data processing circuits may be embodied, in whole or in part, in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuits may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the computer terminal 10. As involved in the embodiments of this application, the data processing circuits serve as a processor control mechanism (e.g., selection of a variable resistor termination path connected to an interface).

[0036] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the motor stall heating control method in this embodiment. The processor executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the aforementioned motor stall heating control method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor, and these remote memories can be connected to the computer terminal 10 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0037] The transmission module 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computer terminal 10. In one example, the transmission module 106 includes a network interface controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission module 106 may be a radio frequency (RF) module, used for wireless communication with the Internet.

[0038] The display can be, for example, a touchscreen liquid crystal display (LCD) that allows the user to interact with the user interface of the computer terminal 10.

[0039] It should be noted here that, in some optional embodiments, the above... Figure 1 The computer terminal shown may include hardware elements (including circuitry), software elements (including computer code stored on a computer-readable medium), or a combination of both hardware and software elements. It should be noted that... Figure 1 This is only one instance of a specific particular instance, and is intended to illustrate the types of components that may exist in the aforementioned computer terminal.

[0040] Under the above operating environment, this application provides an embodiment of a motor stall heating control method. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than that shown here.

[0041] Figure 2 This is a flowchart of a motor stall heating control method according to an embodiment of this application, such as... Figure 2 As shown, the method includes the following steps:

[0042] Step S202: Obtain the motor temperature and motor inlet temperature of the electric vehicle in low-temperature charging mode.

[0043] In step S202 above, it is first necessary to obtain the motor body temperature (motor temperature) and the temperature at the motor coolant inlet (motor inlet temperature) of the electric vehicle in low-temperature charging mode. These two temperature values ​​represent real-time physical quantities of the internal heating state of the motor and the initial thermal state of the coolant, respectively. This acquisition is a prerequisite for realizing dynamic temperature difference control, and its sole purpose is to establish an objective quantitative basis for the heat exchange state between the motor and the coolant.

[0044] Step S204: Determine the temperature difference between the motor temperature and the motor inlet water temperature.

[0045] In step S204 above, by determining the temperature difference between the motor temperature and the motor inlet water temperature, a dynamic assessment of the heat exchange intensity can be achieved. This temperature difference is a direct physical quantity that measures the ability of the motor body to transfer heat to the coolant. Its magnitude reflects the thermal driving potential between the two. The larger the temperature difference, the more heat is transferred to the coolant per unit time, and the higher the heat exchange efficiency.

[0046] Step S206: When the temperature difference is less than or equal to the target temperature difference, control the motor to run at the first stall power.

[0047] In step S206 above, when the temperature difference between the motor body temperature and the motor inlet water temperature has not reached the target temperature difference, the motor is controlled to operate at the first stall power (high power). This means that the system will maintain a high-power stall state during the stage before the heat exchange reaches the preset intensity, so as to continuously input electrical energy into the motor body and convert it into heat energy, thereby accelerating the increase of the motor body temperature and pushing the temperature difference between it and the coolant inlet temperature closer to the target value. This operation, by maintaining a stable output of high stall power, can ensure that the heat source end maintains a high-intensity energy supply before the heat exchange efficiency is optimized, avoiding the extension of the heating cycle due to slow temperature rise caused by too low power. Its core function is to provide the necessary thermal energy accumulation basis for establishing an effective heat exchange temperature difference.

[0048] Step S208: When the temperature difference is greater than the target temperature difference, control the motor to operate at the second stall power, wherein the second stall power is lower than the first stall power.

[0049] In step S208 above, when the temperature difference between the motor body temperature and the motor inlet water temperature reaches the target temperature difference, the motor is controlled to operate at the second stall power (low power). This means that the system no longer maintains the high-power stall state used to rapidly increase the motor temperature, but actively reduces the electrical energy input to the motor, so that the heat generated by the motor and the heat transferred to the coolant tend to be balanced. This operation directly avoids the motor body temperature from further meaningless increases due to continuous high power output, reduces the waste of heat not absorbed by the coolant, and ensures that energy mainly serves to maintain a sufficient temperature difference to ensure heat exchange efficiency, rather than overheating the motor body. Thus, direct control of electrical energy consumption is achieved without reducing the heat exchange intensity.

[0050] Through the above steps S202 to S208, the goal of actively enhancing heating when the heat exchange efficiency is insufficient and timely reducing the derated energy when the heat exchange efficiency is sufficient is achieved. This results in significantly shortening the low-temperature charging preheating time, reducing system energy consumption, and improving heat transfer efficiency while ensuring motor safety. In turn, it solves the technical problem of energy waste and motor overheating risk caused by the inability of constant power output to dynamically adapt to heat exchange efficiency during motor stall heating.

[0051] Figure 3 This is a system flowchart of a motor stall heating control method according to an embodiment of this application, clearly illustrating the dual dynamic adjustment mechanism and global safety interruption mechanism of the motor stall during the heating control process. After charging and heating are started, stall heating is first performed with a higher Pmax power (i.e., the aforementioned first stall power); subsequently, the output of the stall power is dynamically adjusted simultaneously with the "temperature difference between the motor temperature and the motor inlet water temperature" and the "motor temperature" as dual control targets, and heating is immediately terminated upon responding to an "exit command" at any stage, achieving a balance between efficiency and safety. The following is a detailed description.

[0052] I. A stall-heating control process that uses the temperature difference between the motor temperature and the motor inlet water temperature as the control target, such as... Figure 4 As shown, this corresponds to the implementation logic in steps S202 to S208 above.

[0053] Phase 1: Start charging and heating, and before the temperature difference between the motor temperature and the motor inlet water temperature reaches the preset target temperature difference Tmax, use a higher Pmax power (i.e. the first stall power mentioned above) for stall heating to ensure heating efficiency.

[0054] Phase 2: When the temperature difference is greater than the target temperature difference but less than or equal to the target temperature difference plus the first safety threshold, control the motor to operate at the second stall power; when the temperature difference is greater than the target temperature difference plus the first safety threshold, linearly reduce the second stall power.

[0055] For example, when the temperature difference between the motor temperature and the motor inlet temperature is greater than the target temperature difference Tmax, but less than or equal to Tmax+5℃ (the first safety threshold), the motor stall power is reduced from Pmax to P1 (i.e., the second stall power) and output at a constant value; when the temperature difference between the motor temperature and the motor inlet temperature is greater than Tmax+5℃, P1 is linearly reduced.

[0056] Phase 3: When the temperature difference is greater than the target temperature difference plus the first safety threshold, but less than the target temperature difference plus the second safety threshold, maintain the stall power after the second stall power is linearly reduced, and control the motor to operate at the corresponding stall power by cyclically judging the temperature difference and the target temperature difference, wherein the second safety threshold is greater than the first safety threshold; when the temperature difference is greater than the target temperature difference plus the second safety threshold, control the motor to operate at the third stall power, wherein the third stall power is lower than the second stall power.

[0057] For example, when the temperature difference between the motor temperature and the motor inlet temperature is greater than Tmax + 5℃, but less than or equal to Tmax + 10℃ (the second safety threshold), the stall power after the linear reduction of P1 is maintained, and the magnitude of the temperature difference between the two and Tmax is cyclically judged to redetermine the corresponding stall power to control the motor to perform stall heating; when the temperature difference between the motor temperature and the motor inlet temperature is greater than Tmax + 10℃, the stall power of the motor is reduced from P1 to P2 (i.e., the third stall power) and output is constant.

[0058] Phase 4: And so on, until stability is maintained.

[0059] By continuously comparing the temperature difference between the motor temperature and the motor inlet water temperature with the target temperature difference Tmax and other safety thresholds (such as 15℃, 20℃ or other 5n℃), the third stall power is linearly reduced until it is reduced to a stable stall power (such as P3 or Pn) and output at a constant value.

[0060] In the aforementioned multi-stage stall-rotor heating control process with the temperature difference between the motor and coolant as the core control objective, a precise balance between maximizing heat transfer efficiency and minimizing energy loss is achieved through an intelligent closed-loop mechanism of "rapidly establishing a temperature difference with high power—linearly reducing power after the temperature difference exceeds the limit—dynamically adjusting multi-level safety thresholds—and finally stabilizing the system." Initially, the temperature difference establishment rate is maximized by Pmax, significantly improving battery heating efficiency. When the temperature difference exceeds the target temperature difference, the power is dynamically reduced based on the temperature difference, rather than relying on the absolute temperature of the motor, avoiding excessive heat accumulation that could lead to motor overheating and energy waste. Subsequently, by setting multi-level safety thresholds (such as Tmax+5℃, Tmax+10℃, Tmax+15℃, etc.) and a linear power reduction mechanism, a precise match between power output and heat exchange requirements is achieved, enabling heat to be continuously and efficiently transferred to the coolant rather than ineffectively heating the motor body. Finally, a constant temperature difference is maintained with low power output, ensuring that the motor can efficiently exchange heat for a long time without triggering over-temperature protection.

[0061] II. Stall-rotor heating control process with motor temperature as the control target, such as Figure 5As shown, the corresponding implementation logic is as follows: when the motor temperature is less than or equal to the target temperature, the motor is controlled to operate at the first stall power; when the motor temperature is greater than the target temperature, the motor is controlled to operate at the second stall power.

[0062] Phase 1: Start charging and heating, and before the motor temperature reaches the preset target temperature T0, use a higher Pmax power (first stall power) for stall heating to ensure heating efficiency.

[0063] Phase 2: When the motor temperature is greater than the target temperature but less than or equal to the target temperature plus the first safety threshold, control the motor to operate at the second stall power; when the motor temperature is greater than the target temperature plus the first safety threshold, linearly reduce the second stall power.

[0064] For example, when the motor temperature is greater than the target temperature T0, but less than or equal to T0+5℃ (the first safety threshold), the motor stall power is reduced from Pmax to P1 (the second stall power) and output at a constant value; when the motor temperature is greater than T0+5℃, P1 is reduced linearly.

[0065] Phase 3: When the motor temperature is greater than the target temperature plus the first safety threshold, but less than the target temperature plus the second safety threshold, maintain the stall power after the second stall power is linearly reduced, and control the motor to run at the corresponding stall power by cyclically judging the motor temperature and the target temperature; when the motor temperature is greater than the target temperature plus the second safety threshold, control the motor to run at the third stall power.

[0066] For example, when the motor temperature is greater than T0 + 5℃ but less than or equal to T0 + 10℃ (the second safety threshold), the stall power after linearly decreasing P1 is maintained, and the motor temperature and T0 are cyclically judged to redetermine the corresponding stall power to control the motor to perform stall heating; when the motor temperature is greater than Tmax + 10℃, the motor stall power is reduced from P1 to P2 (the third stall power) and output constantly.

[0067] Phase 4: Continue in this manner until the motor temperature becomes too high and the stall heating stops.

[0068] The motor temperature is continuously compared with the target temperature T0 and other safety thresholds (such as 15℃). When the motor temperature is greater than T0 + 15℃, P2 is linearly decreased. When the motor temperature is greater than T0 + 20℃, the stall heating is stopped, and the motor temperature and T0 are repeatedly judged to redetermine the corresponding stall power to control the motor to perform stall heating.

[0069] In the aforementioned multi-stage stall-rotor heating control process with motor temperature as the control target, by setting multiple safety thresholds (such as T0+5℃, T0+10℃, T0+15℃, etc.) and combining a three-level response mechanism of "constant derating - linear decay - safe shutdown," a seamless transition from efficient heating to precise temperature control and then to active protection is achieved. While ensuring the power output intensity in the initial stage of low-temperature heating, the risk of motor overheating and permanent magnet demagnetization and insulation aging are effectively suppressed, significantly improving system safety and lifespan. In addition, by using linear power derating for smooth transition instead of traditional abrupt switching, thermal stress impact is reduced, ensuring that the motor temperature remains stable within a safe and efficient range, ultimately achieving an integrated technical effect of rapid heating, stable maintenance, and low loss.

[0070] In this embodiment, the determination of motor temperature is divided into four stages. In practical applications, calibration and confirmation can be performed according to different products, and more stages can be added to achieve refined stall heating control. The same applies to the number of stages for determining the temperature difference between the motor temperature and the motor inlet water temperature.

[0071] Optionally, when the temperature difference is greater than the target temperature difference and the motor temperature is less than or equal to the target temperature, the motor is controlled to operate at the second stall power.

[0072] In this embodiment, under the premise that the temperature difference is greater than the target temperature difference, a joint judgment condition of motor temperature needs to be added to achieve intelligent control of motor stall power: during the motor stall heating process, when the heat exchange temperature difference has reached the standard but the motor temperature has not yet reached the target temperature T0 (i.e., the motor is still in an "underheated" state), the power reduction operation is still performed, controlling the motor to operate with a smaller second stall power. This strategy actively reduces the input power under the premise of sufficient temperature difference, which not only prevents the motor from overheating and demagnetizing, but also maintains stable temperature difference driving conditions, so that heat energy is accurately delivered rather than blindly piled up. While ensuring heating efficiency, it significantly reduces power consumption, improves system safety and thermal management controllability, and truly achieves the thermal management effect of controlling heat transfer by temperature difference and maintaining efficiency by limiting temperature.

[0073] Optionally, upon receiving an exit command, the motor is controlled to stop stall heating.

[0074] In this embodiment, based on the temperature difference judgment and graded power control logic, a control mechanism is added to immediately terminate the motor stall heating upon receiving an exit command. This enables the system to proactively cut off stall power output in situations such as external human intervention, early termination of charging tasks, or detection of abnormal risks. This avoids ineffective energy consumption, increased battery thermal management pressure, or motor overheating risks caused by continuous heating. Thus, it forms a collaborative closed-loop control with the original temperature difference adaptive power adjustment strategy, ensuring both the efficiency and safety of motor heating in low-temperature environments and enhancing the system's response flexibility and risk prevention capabilities. Ultimately, it achieves precise control and proactive termination of the stall heating process, improving the overall vehicle energy management efficiency and user safety.

[0075] In this embodiment, for the first time, a method is proposed that uses "motor temperature and temperature difference between motor inlet" as the core control variable, while also taking into account the motor body temperature. Through a combination of stepped and linear derating, heat transfer from the motor side to the motor inlet side is achieved with high heat exchange intensity throughout the process, instead of continuous output with the simple and safe rated stall power. This achieves a dynamic optimal match between heat transfer efficiency and power consumption.

[0076] According to an embodiment of this application, a motor stall heating control device is provided. It should be noted that the motor stall heating control device of this application embodiment can be used to execute the motor stall heating control method provided in this application embodiment. The motor stall heating control device provided in this application embodiment is described below.

[0077] Figure 6 This is a structural diagram of a motor stall heating control device according to an embodiment of this application. Figure 6 As shown, the device includes:

[0078] The acquisition module 60 is used to acquire the motor temperature and motor inlet water temperature of the electric vehicle in low-temperature charging mode.

[0079] Module 62 is used to determine the temperature difference between the motor temperature and the motor inlet water temperature;

[0080] The first control module 64 is used to control the motor to operate at the first stall power when the temperature difference is less than or equal to the target temperature difference.

[0081] The second control module 66 is used to control the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference, wherein the second stall power is lower than the first stall power.

[0082] Through the acquisition module, determination module, first control module and second control module in the above-mentioned motor stall heating control device, the purpose of actively strengthening heating when the heat exchange efficiency is insufficient and timely reducing energy consumption when the heat exchange efficiency is sufficient is achieved. This realizes the technical effects of significantly shortening the low-temperature charging preheating time, reducing system energy consumption and improving heat transfer efficiency while ensuring motor safety. In turn, it solves the technical problem of energy waste and motor overheating risk caused by the inability of constant power output to dynamically adapt to heat exchange efficiency during motor stall heating.

[0083] In the motor stall heating control device provided in this application embodiment, the second control module is further used to control the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference and less than or equal to the target temperature difference plus a first safety threshold; and to linearly decrease the second stall power when the temperature difference is greater than the target temperature difference plus the first safety threshold.

[0084] In the motor stall heating control device provided in this application embodiment, the second control module is further configured to maintain the stall power after the second stall power has been linearly reduced when the temperature difference is greater than the target temperature difference plus a first safety threshold and less than the target temperature difference plus a second safety threshold, and control the motor to operate at the corresponding stall power by cyclically judging the temperature difference and the target temperature difference, wherein the second safety threshold is greater than the first safety threshold; and control the motor to operate at a third stall power when the temperature difference is greater than the target temperature difference plus the second safety threshold, wherein the third stall power is lower than the second stall power.

[0085] In the motor stall heating control device provided in the embodiments of this application, the second control module is further used to control the motor to operate at a first stall power when the motor temperature is less than or equal to the target temperature; and to control the motor to operate at a second stall power when the motor temperature is greater than the target temperature.

[0086] In the motor stall heating control device provided in this application embodiment, the second control module is further configured to control the motor to operate at a second stall power when the motor temperature is greater than the target temperature and less than or equal to the target temperature plus a first safety threshold; and to linearly reduce the second stall power when the motor temperature is greater than the target temperature plus the first safety threshold.

[0087] In the motor stall heating control device provided in this application embodiment, the second control module is further configured to maintain the stall power after the second stall power is linearly reduced when the motor temperature is greater than the target temperature plus a first safety threshold and less than the target temperature plus a second safety threshold, and control the motor to run at the corresponding stall power by cyclically judging the motor temperature and the target temperature; and control the motor to run at a third stall power when the motor temperature is greater than the target temperature plus a second safety threshold.

[0088] In the motor stall heating control device provided in this application embodiment, the second control module is further used to control the motor to operate at the second stall power when the temperature difference is greater than the target temperature difference and the motor temperature is less than or equal to the target temperature.

[0089] The motor stall heating control device provided in this application embodiment also includes an exit module 68, which is used to control the motor to stop stall heating when an exit command is received.

[0090] This application also provides an electronic device, including: a memory and a processor, wherein the memory is used to store program instructions; the processor is connected to the memory and is used to execute the above-described motor stall heating control method.

[0091] It should be noted that the aforementioned electronic equipment is used to perform Figure 2 The motor stall heating control method shown above also applies to this electronic device, and will not be repeated here.

[0092] This application also provides a non-volatile storage medium, which includes a stored computer program, wherein the device containing the non-volatile storage medium executes the above-described motor stall heating control method by running the computer program.

[0093] It should be noted that the aforementioned non-volatile storage media is used for execution. Figure 2 The motor stall heating control method shown above is also applicable to this non-volatile storage medium, and will not be repeated here.

[0094] This application also provides a computer program product, including computer instructions, which, when executed by a processor, implement the above-described motor stall heating control method.

[0095] It should be noted that the above-mentioned computer program product is used to execute... Figure 2 The motor stall heating control method shown above is also applicable to this computer program product, and will not be repeated here.

[0096] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0097] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0098] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0099] The units described as separate components may or may not be physically separate. 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0101] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0102] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling the heating of a stalled motor, characterized in that, include: Obtain the motor temperature and motor inlet water temperature of the electric vehicle in low-temperature charging mode; Determine the temperature difference between the motor temperature and the motor inlet water temperature; When the temperature difference is less than or equal to the target temperature difference, the motor is controlled to operate at the first stall power. When the temperature difference is greater than the target temperature difference, the motor is controlled to operate at a second stall power, wherein the second stall power is lower than the first stall power.

2. The method according to claim 1, characterized in that, The method further includes: When the temperature difference is greater than the target temperature difference and less than or equal to the target temperature difference plus a first safety threshold, the motor is controlled to operate at the second stall power. When the temperature difference is greater than the target temperature difference plus the first safety threshold, the second stall power is linearly reduced.

3. The method according to claim 2, characterized in that, The method further includes: When the temperature difference is greater than the target temperature difference plus the first safety threshold and less than the target temperature difference plus the second safety threshold, the stall power after the second stall power is linearly reduced is maintained, and the motor is controlled to operate at the corresponding stall power by cyclically judging the temperature difference and the target temperature difference, wherein the second safety threshold is greater than the first safety threshold; When the temperature difference is greater than the target temperature difference plus the second safety threshold, the motor is controlled to operate at a third stall power, wherein the third stall power is lower than the second stall power.

4. The method according to claim 3, characterized in that, The method further includes: When the motor temperature is less than or equal to the target temperature, the motor is controlled to operate at the first stall power. If the motor temperature is higher than the target temperature, the motor is controlled to operate at the second stall power.

5. The method according to claim 4, characterized in that, The method further includes: If the motor temperature is greater than the target temperature but less than or equal to the target temperature plus the first safety threshold, the motor is controlled to operate at the second stall power. When the motor temperature is greater than the target temperature plus the first safety threshold, the second stall power is linearly reduced.

6. The method according to claim 5, characterized in that, The method further includes: When the motor temperature is greater than the target temperature plus the first safety threshold and less than the target temperature plus the second safety threshold, the stall power after the second stall power is linearly reduced is maintained, and the motor is controlled to operate at the corresponding stall power by cyclically judging the motor temperature and the target temperature; If the motor temperature is greater than the target temperature plus the second safety threshold, the motor is controlled to operate at the third stall power.

7. The method according to claim 6, characterized in that, The method further includes: When the temperature difference is greater than the target temperature difference and the motor temperature is less than or equal to the target temperature, the motor is controlled to operate at the second stall power.

8. The method according to claim 1, characterized in that, The method further includes: Upon receiving an exit command, the motor is controlled to stop stalling and heating.

9. A motor stall heating control device, characterized in that, include: The acquisition module is used to acquire the motor temperature and motor inlet water temperature of the electric vehicle in low-temperature charging mode. A determining module is used to determine the temperature difference between the motor temperature and the motor inlet water temperature; The first control module is used to control the motor to operate at a first stall power when the temperature difference is less than or equal to the target temperature difference. The second control module is used to control the motor to operate at a second stall power when the temperature difference is greater than the target temperature difference, wherein the second stall power is lower than the first stall power.

10. An electronic device, characterized in that, include: A memory and a processor, wherein the memory is used to store program instructions; The processor, connected to the memory, is used to execute the motor stall heating control method according to any one of claims 1 to 8.

11. A non-volatile storage medium, characterized in that, The non-volatile storage medium includes a stored computer program, wherein the device containing the non-volatile storage medium executes the motor stall heating control method according to any one of claims 1 to 8 by running the computer program.

12. A computer program product comprising computer instructions, characterized in that, When the computer instructions are executed by the processor, they implement the motor stall heating control method according to any one of claims 1 to 8.

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