Motor control method and computer readable storage medium, vehicle

Abstract

This application discloses a motor control method, a computer-readable storage medium, and a vehicle, relating to the field of motor control technology. The motor control method includes: upon receiving a target heating request, acquiring hardware capability information for each of a plurality of motors, wherein the hardware capability information includes the motor's heat generation support capability and the operating modes supported by the motor; determining a heat generation control strategy for the corresponding motor based on the hardware capability information; and controlling the corresponding motor based on the heat generation control strategy. The method of this application can formulate and execute control commands according to the actual functions and operating mode range supported by the motor, effectively avoiding the risk of overheating damage or functional conflicts that may be caused by mismatch between strategy and hardware capabilities, while improving the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

Description

Technical Field

[0001] This application relates to the field of motor control technology, and in particular to a motor control method, a computer-readable storage medium, and a vehicle. Background Technology

[0002] With the rapid popularization of electric vehicles, the low battery charging efficiency in low-temperature environments has become a key bottleneck restricting user experience and range. To improve low-temperature charging efficiency, the industry generally adopts drive motors as auxiliary heat sources to heat batteries, namely motor heat generation technology.

[0003] In related technologies, to achieve the aforementioned thermal management goals, a unified control strategy is typically employed to schedule different motors for heat generation. Specifically, after receiving a battery heating request, the vehicle control unit often sends the same control commands to each motor controller in the system based on a common set of enable conditions and instruction logic. This approach assumes that all motors have homogeneous hardware capabilities and operating characteristics.

[0004] However, due to inherent differences in hardware configuration, functional support range, and operating mode limitations of motors installed in different vehicle models or platforms, the aforementioned uniform control strategy is difficult to adapt to this diversity of hardware capabilities. This results in the control logic being unable to safely and efficiently adjust according to the individual characteristics of each motor, potentially causing motors that only support heat generation under specific operating conditions to be activated under unsuitable conditions, or failing to fully utilize the heat generation potential of high-performance motors, and even affecting system stability due to mode conflicts. Summary of the Invention

[0005] This application aims to at least partially address one of the technical problems in the related art. To this end, the first objective of this application is to propose a motor control method that, by acquiring individual hardware capability information for each motor and determining differentiated heat generation control strategies for each motor based on this information, achieves dynamic adaptation between the control strategy and the specific motor hardware characteristics, thereby solving the problem that a unified control strategy cannot safely and efficiently adapt to heterogeneous motor hardware.

[0006] The second objective of this application is to provide a computer-readable storage medium.

[0007] The third objective of this application is to propose a vehicle.

[0008] To achieve the above objectives, a first aspect of this application proposes a motor control method, the method comprising: upon receiving a target heating request, acquiring hardware capability information of each of a plurality of motors, wherein the hardware capability information includes the heat generation support capability of the motor and the operating mode supported by the motor; determining a heat generation control strategy for the corresponding motor based on the hardware capability information; and controlling the corresponding motor based on the heat generation control strategy.

[0009] According to the motor control method of this application embodiment, upon receiving a target heating request, the method acquires the hardware capability information of each of a plurality of motors. The hardware capability information includes the motor's heat generation support capability and the operating modes supported by the motor. Based on the hardware capability information, a heat generation control strategy for the corresponding motor is determined, and the corresponding motor is controlled based on the heat generation control strategy. Therefore, this method can combine the actual heat generation capability and supported operating modes of each motor to generate a targeted and suitable control strategy, without exceeding the hardware operating range of the motor itself. On the one hand, it fundamentally avoids problems such as motor overheating losses and functional conflicts between different motors caused by unreasonable control. On the other hand, it can fully tap the heat generation potential of motors with heat generation capabilities, improving heating efficiency. Simultaneously, it eliminates the need to redevelop an entire set of control logic for different hardware configurations, improving the versatility and adaptability of the control system. It can adapt to power systems with different hardware configurations, reducing development and adaptation costs, and also improving the overall safety of motor operation and vehicle thermal management.

[0010] According to one embodiment of this application, determining the heat generation control strategy of the corresponding motor based on the hardware capability information includes: determining the heat generation control strategy of the corresponding motor based on the hardware capability information and a preset mapping relationship, wherein the preset mapping relationship is used to indicate the relationship between the hardware capability information and the heat generation control strategy.

[0011] According to one embodiment of this application, the operating mode includes a first operating mode, a second operating mode, and a third operating mode. The first operating mode is an operating mode that only supports parking heat generation, the second operating mode is an operating mode that simultaneously supports parking heat generation and driving heat generation, and the third operating mode is an external input boost mode.

[0012] According to one embodiment of this application, determining the heat generation control strategy of the corresponding motor based on the hardware capability information includes: when the supported operating mode of the motor is the first operating mode, determining the heat generation control strategy of the motor as a first heat generation control strategy, the first heat generation control strategy including preset basic enabling conditions and enabling conditions of vehicle speed being zero and / or gear being parking gear, the preset basic enabling conditions including at least one of charging connection status, vehicle high voltage system establishment status, and motor controller availability; when the supported operating mode of the motor is the second operating mode, determining the heat generation control strategy of the motor as a second heat generation control strategy, the second heat generation control strategy including preset basic enabling conditions.

[0013] According to one embodiment of this application, controlling the corresponding motor based on the heat generation control strategy includes: for a motor whose supported operating mode is the first operating mode, controlling the corresponding motor to start generating heat when the first heat generation control strategy is satisfied; for a motor whose supported operating mode is the second operating mode, controlling the corresponding motor to start generating heat when the second heat generation control strategy is satisfied.

[0014] According to one embodiment of this application, the method further includes: acquiring the operating mode signal of the motor; and determining, based on the operating mode signal, that the motor is operating in a third operating mode, that the heat generation control strategy of the motor is a third heat generation control strategy, wherein the third heat generation control strategy is to prohibit sending the target heating request to the motor.

[0015] According to one embodiment of this application, the method further includes: when it is determined based on the operating mode signal that the motor has exited the third operating mode, allowing the motor to respond to the target heating request.

[0016] According to one embodiment of this application, the method further includes: updating the preset mapping relationship to adapt to the new motor type when a new motor type is added to the vehicle.

[0017] To achieve the above objectives, a second aspect of this application provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the motor control method described above.

[0018] The computer-readable storage medium according to the embodiments of this application implements the above-described motor control method during execution. It can formulate and execute control commands according to the actual functions and operating mode range supported by the motor, effectively avoiding the risk of overheating damage or functional conflict that may be caused by the mismatch between strategy and hardware capabilities. At the same time, it improves the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

[0019] To achieve the above objectives, a vehicle is provided in a third aspect of this application, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the above-described motor control method.

[0020] According to the embodiments of this application, by executing the above-described motor control method, the vehicle can formulate and execute control commands based on the actual functions and operating modes supported by the motor, effectively avoiding the risk of overheating damage or functional conflicts that may be caused by mismatch between strategy and hardware capabilities, while improving the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] Figure 1 This is a flowchart of a motor control method according to an embodiment of this application.

[0023] Figure 2 This is a flowchart of a specific example of a motor control method according to this application.

[0024] Figure 3 This is a block diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0026] To achieve efficient and safe heating of the power battery in low-temperature environments to improve charging efficiency, the common approach is to use the drive motor as an auxiliary heat source. This involves controlling the motor to operate in a specific mode (such as a parking heating mode) to generate heat, which is then transferred to the battery pack via coolant circulation. This solution is widely adopted primarily to utilize existing vehicle power components as a heat source, avoiding the need for additional heating devices and thus reducing system complexity and cost. However, when this solution is applied to complex thermal management systems composed of multiple motors with potentially different hardware capabilities (such as front-drive motors, rear-drive motors, and multi-functional integrated motors), its performance is less than ideal. Specifically, in pursuit of simplicity and versatility in control logic, this solution employs a unified heat generation enable condition and control command. Its inherent design inevitably compromises adaptability to motors with different hardware characteristics, creating a conflict between safety and efficiency. For example, in vehicles equipped with dual motors—one front-wheel drive (supporting heat generation during driving) and one rear-wheel drive (supporting heat generation only during parking)—when encountering scenarios such as low-temperature charging and the vehicle being not absolutely stationary (e.g., slowly moving to adjust parking space), the aforementioned contradictions may cause the motor supporting only parking heat generation to be mistakenly activated due to the uniform enabling conditions being met, posing a safety risk of overheating and damage due to insufficient heat dissipation during driving. At the same time, the motor supporting driving heat generation may not be fully utilized due to overly conservative uniform conditions, resulting in slow battery heating rates and extended charging waiting times.

[0027] In-depth analysis revealed that the control logic of the relevant technologies lacks a structured understanding of the underlying actuators, namely the hardware capabilities of each motor and its controller. The control unit treats all motors as homogeneous execution terminals, sending the same commands and expecting the same responses, while ignoring the fundamental differences between different motors in terms of heat generation support, operating mode range, heat dissipation design, and interlocking relationships with other power modes (such as high-performance modes). This disconnect between the control strategy and the physical hardware capabilities is the root cause of safety hazards and efficiency losses.

[0028] To address the aforementioned issues, this application proposes a motor control method. By creating or acquiring hardware capability information for each motor and dynamically matching and executing differentiated heat generation control strategies for each motor based on this information, the safety and heating efficiency of the thermal management system are significantly improved without significantly increasing system complexity. This solves the technical problem of safety risks and low efficiency caused by the inability of a unified control strategy to adapt to heterogeneous motor hardware, achieving a balance between safety and efficiency.

[0029] In one embodiment of this application, a vehicle is described, primarily comprising a vehicle control unit, an air conditioning controller, a battery management system, and multiple motor control units (e.g., a front motor control unit and a rear motor control unit). The components communicate and exchange data via an in-vehicle network, such as a controller area network. The air conditioning controller is responsible for the vehicle's thermal management needs; when it detects that the battery temperature is too low and heating is required, it sends a motor heating request signal. The battery management system monitors the battery status, and its information can be used as a trigger or auxiliary basis for heating requests. Each motor control unit is responsible for controlling its corresponding drive motor and can report its own status information to the vehicle bus, including but not limited to the availability of heating functions (e.g., current actual operating mode). The vehicle control unit, as the core controller for vehicle energy management and coordination, is responsible for receiving heating requests, obtaining the status and capability information of each motor control unit, executing the control method of this application, and ultimately sending corresponding mode control commands to each motor control unit.

[0030] The following description, with reference to the accompanying drawings, outlines an embodiment of the motor control method, a computer-readable storage medium, and a vehicle.

[0031] Figure 1 This is a flowchart of a motor control method according to an embodiment of this application.

[0032] like Figure 1 As shown, the motor control method of this application embodiment may include the following steps: S1, upon receiving a target heating request, acquires the hardware capability information of each of the multiple motors, including the motor's heat generation support capability and the operating mode supported by the motor.

[0033] Specifically, upon receiving a target heating request, the hardware capability information of each of the multiple motors can be obtained. This hardware capability information includes the motor's heat generation support capability and the operating modes it supports. The heat generation support capability indicates whether the motor is designed to perform heat generation operations. For example, it can be represented by a binary flag: a value of 1 indicates that the motor's controller has the hardware foundation to respond to heat generation mode commands; a value of 0 indicates that the motor does not have heat generation capabilities and should not be included in the heating scheduling scope. The operating modes supported by the motor define the vehicle conditions under which a motor with heat generation capabilities can safely perform heat generation operations. In other words, by obtaining the specific operating modes supported by each individual motor, the vehicle control unit can determine under what operating conditions the motor can safely activate its heat generation function, thus providing a basis for subsequently developing differentiated heat generation control strategies.

[0034] In one specific implementation, the target heating request can be a motor-generated heat request signal issued by the air conditioning controller. The vehicle control unit continuously monitors this signal on the vehicle bus and determines that a target heating request has been received when it detects that the motor-generated heat request signal is valid (e.g., a logic value of "1"). At this point, the vehicle control unit can decide on a control strategy for each motor that may participate in heat generation.

[0035] To this end, the vehicle control unit first acquires the hardware capability information of each motor in the system (such as the front motor, rear motor, etc.). In this application, hardware capability information refers to any parameterized data that can characterize the inherent characteristics or limitations of a motor or its controller in heat-related functions. Its core function is to provide control decisions with a basis for what the hardware can do and under what conditions. For example, it may include, but is not limited to: a Boolean flag indicating whether the motor supports heat generation; an enumerated value indicating the range of operating modes the motor supports (e.g., supporting heat generation only when the vehicle is stationary, or supporting heat generation simultaneously when the vehicle is stationary and moving); a flag indicating whether the motor has a high-performance operating mode (e.g., boost mode) mutually exclusive with the heat generation mode; or any combination of the above information. This information can be pre-stored in the motor control unit's memory and read by the vehicle control unit through a diagnostic or calibration interface; it can also be dynamically broadcast by the motor control unit via the communication bus after each power-on; or it can be obtained by the vehicle control unit from an internal database based on the motor's model and configuration information.

[0036] For example, this can be obtained by querying an internally pre-built configuration database. This database is established during vehicle production or software flashing, and a set of capability profile data is associated with the unique identifier of each motor control unit. This capability profile contains at least two core fields: the motor's heat generation support capability and the operating modes supported by the motor. The heat generation support capability identifies whether the motor's hardware supports active heat generation, while the operating modes distinguish different hardware capability levels of the motor in terms of heat generation functionality, specifically recording parameters such as the range of heat generation power that the motor can support and the range of stable heat generation duration, facilitating the matching of a suitable motor based on actual heating needs.

[0037] S2 determines the heat generation control strategy for the corresponding motor based on hardware capability information.

[0038] Specifically, after acquiring the hardware capability information of each motor, a heat generation control strategy can be determined for each motor based on this information. A heat generation control strategy refers to a set of logical rules, conditional judgments, and instruction sequences used to determine whether and how to control a motor to enter a heat generation mode. Its core function is to transform abstract heating requests into specific control actions that can be executed safely and efficiently for specific hardware capabilities. For example, it may include, but is not limited to: a set of enabling conditions (when to allow sending a heat generation command), a set of entry control logic (how to send the command), a set of exit control logic (when and how to stop heat generation), and possible interlocking rules with other modes. Different hardware capability information will be mapped to different heat generation control strategies.

[0039] Different hardware capabilities can correspond to different heat generation control strategies. For example, for a motor whose heat generation support capability is "not supported," a default strategy of "not participating" or "ignore request" can be determined, and the motor will not enter the subsequent control process. For a motor whose heat generation support capability is "supported," a differentiated strategy can be further determined based on its operating mode. For example, if the operating mode indicates only parking heat generation, a heat generation control strategy with strict safety conditions can be determined for the motor. If the indication is parking + driving heat generation, a relatively lenient heat generation control strategy aimed at fully utilizing its heating potential can be determined for the motor, and so on.

[0040] Therefore, the most suitable heat generation control scheme can be matched for motors with different hardware configurations. This avoids the safety risks caused by motors with insufficient hardware capabilities forcing them into heat generation mode, and fully taps the heating potential of motors with stronger heat generation capabilities, maximizing the heating efficiency of the whole vehicle. At the same time, the platform-based solution that adapts to different hardware versions does not require the redevelopment of the entire control logic for different hardware, reducing the cost of software development and adaptation.

[0041] S3 controls the corresponding motor based on the heat generation control strategy.

[0042] Specifically, after determining the individual heat generation control strategy for each motor, the corresponding motor can be controlled based on this strategy. In other words, the vehicle control unit no longer broadcasts the same command to all motors, but instead independently determines conditions and sends control commands based on the strategy matched to each motor. For example, for motors determined to "not participate" in heat generation, the current heat generation control process is skipped, and no heat generation start command is sent to them; for motors that only support parking heat generation, even if a vehicle-wide heat generation request is received during driving, the motor will not be triggered to start heat generation, but will only start and enter heat generation mode when the vehicle is parked and preset safety conditions are met; while for motors that support both parking and driving heat generation, as long as the basic conditions preset by their strategy are met, they can be triggered to start upon a heat generation request, fully utilizing their heat generation capabilities, etc.

[0043] Therefore, by acquiring individual hardware capability information for each motor upon receiving a heating request, and determining differentiated heat generation control strategies for each motor based on this information, dynamic adaptation between the control strategy and the specific motor hardware characteristics is achieved. This scheme enables the control system to formulate and execute control commands according to the actual functions and operating modes supported by the motor, effectively avoiding the risk of overheating damage or functional conflicts that may be caused by mismatch between strategy and hardware capabilities. It also improves the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

[0044] According to one embodiment of this application, determining the heat generation control strategy of a corresponding motor based on hardware capability information includes: determining the heat generation control strategy of the corresponding motor based on hardware capability information and a preset mapping relationship, wherein the preset mapping relationship is used to indicate the relationship between hardware capability information and heat generation control strategy.

[0045] Specifically, to further optimize the efficiency of the decision-making process and the scalability of the system in the above embodiments, this application also provides the following preferred solution. When determining the heat generation control strategy of the corresponding motor based on hardware capability information, the heat generation control strategy of the corresponding motor can be determined based on the hardware capability information and a preset mapping relationship, wherein the preset mapping relationship is used to indicate the relationship between the hardware capability information and the heat generation control strategy.

[0046] For example, the preset mapping relationship is specifically a lookup table stored in the non-volatile memory of the vehicle control unit. This constraint aims to concretize the abstract matching process into an efficient, deterministic data query operation, reducing the complexity of the software logic. This design allows the vehicle control unit to obtain a definite policy identifier or program pointer through a simple table lookup, instead of performing complex real-time logic calculations to determine which rule applies to a motor with a certain capability combination for each heating request. Its advantages are a significant increase in decision-making speed, a reduction in processor computational load, and separation of the storage and execution logic of the control policy. Those skilled in the art will understand that hash tables can also be used to achieve faster queries; or an object-oriented programming approach can be used, defining each capability profile as a class, with its heat generation control policy as a method of that class, and calling the policy by instantiating the corresponding class object. For example, a "Parking-only heat generation motor" class can be defined, which has a "Execute heat generation control" method, which encapsulates logic such as checking vehicle speed.

[0047] Specifically, the preset mapping table can be designed to include the following columns: motor type ID (Identification), heat generation support capability flag, operating mode flag, and corresponding heat generation control strategy ID. Each row represents the binding relationship between a combination of motor capabilities and a strategy. After obtaining the hardware capability information of a certain motor control unit, the table is queried to find the row that matches the heat generation support capability flag and the operating mode flag, thereby obtaining the corresponding strategy ID. Subsequently, a pre-written, modular control subroutine is called according to the strategy ID. The content of the above preset mapping relationship is preferably fixed according to the vehicle model configuration before the vehicle leaves the factory, but it can also be updated or expanded during vehicle use via OTA (Over-the-Air Technology) upgrades.

[0048] Therefore, by adopting the aforementioned pre-defined mapping relationship, rapid matching and modular management of control strategies can be achieved, shortening system response time and helping to solve the problems of poor system scalability and high development and maintenance costs mentioned above. Furthermore, the storage format of the pre-defined mapping relationship is not limited to tables; corresponding structured data files can be used according to the actual application scenario, and the query algorithm can also be adjusted based on the data volume using algorithms such as binary search and index search.

[0049] According to one embodiment of this application, the operating modes include a first operating mode, a second operating mode, and a third operating mode. The first operating mode supports only parking-based heat generation, the second operating mode supports both parking-based and driving-based heat generation, and the third operating mode is an external input boost mode. In the external input boost mode, the control power conversion system boosts the input voltage of the external charging power supply to a voltage higher than a preset voltage value and provides it to the vehicle's high-voltage system. The preset voltage value can be determined according to actual conditions.

[0050] Specifically, to further refine the control strategy based on hardware capability information and address specific safety control issues for motors operating in different modes, this application also provides the following preferred solutions. In this preferred solution, the operating modes include a first operating mode, a second operating mode, and a third operating mode. The first operating mode supports only parking-based heat generation, the second operating mode supports both parking-based and driving-based heat generation, and the third operating mode is an external input boost mode (such as a turbocharger mode).

[0051] The first operating mode refers to a mode that only supports heat generation while the vehicle is parked. Motors equipped with this mode typically have hardware (such as cooling systems and power device designs) that can only generate heat in a safe environment where the vehicle is completely stationary (zero speed). The second operating mode refers to a mode that supports both parking and driving heat generation. Motors equipped with this mode (such as some multi-functional integrated motors) have more advanced hardware designs, allowing for safe heat generation under a wider range of conditions, including when the vehicle is stationary or even traveling at low speeds. The third operating mode specifically refers to an external input boost mode (such as a supercharger mode). In this mode, the control power conversion system boosts the input voltage of the external charging power supply to a value higher than a preset voltage (such as 450V) and provides it to the vehicle's high-voltage system to achieve high-performance charging or driving. This mode is usually accompanied by high power consumption and high heat generation, which conflicts with the heat generation mode in terms of hardware resources.

[0052] Therefore, by distinguishing three different working modes, the corresponding working conditions can be matched based on the hardware capabilities of the motor itself. This can not only fully explore the hardware capabilities and give full play to the application potential of the motor, but also avoid the safety risks caused by insufficient hardware capabilities. At the same time, it can also solve the problem of hardware resource conflicts between different working modes, improve the safety and stability of the motor control system, and adapt to the usage needs of vehicles in different scenarios.

[0053] According to one embodiment of this application, determining the heat generation control strategy of a corresponding motor based on hardware capability information includes: when the motor supports a first operating mode, determining the heat generation control strategy of the motor as a first heat generation control strategy, the first heat generation control strategy includes preset basic enabling conditions and enabling conditions of vehicle speed being zero and / or gear being parking gear, the preset basic enabling conditions include at least one of charging connection status, vehicle high voltage system establishment status, and motor controller availability; when the motor supports a second operating mode, determining the heat generation control strategy of the motor as a second heat generation control strategy, the second heat generation control strategy includes preset basic enabling conditions.

[0054] Specifically, when determining the heat generation control strategy of the corresponding motor based on hardware capability information, the working mode supported by the motor is judged. If the working mode supported by the motor is the first working mode, the heat generation control strategy of the motor can be determined as the first heat generation control strategy. The first heat generation control strategy includes preset basic enabling conditions and enabling conditions of zero vehicle speed and / or parking gear. The preset basic enabling conditions include at least one of the following: charging connection status, vehicle high voltage system establishment status, and motor controller availability.

[0055] The charging connection status is a parameter used to determine whether the vehicle is connected to an external DC or AC charging device. Only after confirming the charging connection is the basic prerequisite for initiating heat generation met. This setting ensures that the electrical energy consumed during heat generation comes from the external charging power source and does not consume the vehicle's battery pack's stored energy, thus avoiding any adverse impact on the vehicle's subsequent driving range. Combined with the determination of the vehicle's high-voltage system establishment and the availability of the motor controller, abnormal situations such as system faults and control failures can be eliminated at the vehicle's control and execution levels, further improving the safety and reliability of the heat generation control process.

[0056] The core feature of the first heat generation control strategy is that it includes either zero vehicle speed or the vehicle being in park as a mandatory enabling condition, or both zero vehicle speed and the vehicle being in park as mandatory enabling conditions. This design forces the activation of the heat generation function of motors with limited hardware heat dissipation capacity, which can only safely generate heat when stationary, to be bound to an absolutely safe vehicle state. The principle is that by using the vehicle speed signal, a reliable parameter directly reflecting the vehicle's motion state, as the key to the hardware safety lock, the possibility of such motors being accidentally activated while driving is fundamentally eliminated, thus removing the risk of overheating damage. Those skilled in the art will understand that zero vehicle speed is a clear and easily detectable criterion; alternative methods could include detecting the parking brake status, the P gear signal of the transmission, etc., but the vehicle speed signal is generally more direct and reliable.

[0057] The operating mode supported by the motor is determined. If the motor supports the second operating mode, the heat generation control strategy for the motor can be identified as the second heat generation control strategy, which includes preset basic enabling conditions. In other words, the second heat generation control strategy only needs to include preset basic enabling conditions, without requiring the rigid conditions of zero vehicle speed or being in park. These preset basic enabling conditions include at least one of the following: charging connection status, vehicle stationary status, vehicle high-voltage system establishment status, and the motor controller being available. For the second operating mode, the vehicle speed does not necessarily have to be zero. This design is for motors with stronger hardware heat dissipation capabilities that support heat generation under a wider range of conditions. While ensuring basic safety such as charging connection and normal high-voltage system operation, it relaxes the requirement of absolute vehicle stationaryness, allowing for earlier and more flexible use of the heat source for heating, fully utilizing its heating potential and shortening battery preheating time. Simultaneously, by combining the determination of the vehicle high-voltage system establishment and the motor controller's availability status, abnormal situations such as faults or control failures can be eliminated at the system level, further improving the safety and reliability of the control process.

[0058] Once the corresponding heat generation control strategy is determined, the vehicle operating parameters can be monitored in real time. When the current state meets the enabling conditions of the selected heat generation control strategy, the heat generation process of the motor is activated. By controlling the motor to output a specified torque to drive the stator winding to generate heat, the goal of heating the power battery or cabin can be achieved.

[0059] Therefore, this design targets motors with stronger hardware capabilities that support heat generation under a wider range of conditions. The principle is that, while ensuring basic safety (such as charging connection and normal high-voltage system operation), the requirement for the vehicle to be absolutely stationary is relaxed. This allows for earlier and more flexible access to the heat source, fully utilizing the heating potential of the high-performance motor, shortening battery preheating time, and improving the user experience. For example, a stationary vehicle state can be defined as a speed below a threshold (such as 3 kph). This allows the motor, which supports heat generation while driving, to still generate heat even when the vehicle is slowly moving to adjust the charging gun position.

[0060] Therefore, suitable control logic can be matched for motors with different hardware specifications. This not only fully utilizes the hardware potential of different motors but also avoids overheating risks due to varying hardware capabilities at the control level, improving the compatibility and safety of the motor heating solution. Simultaneously, for motors in the second operating mode, it broadens the heating scenarios, shortens the preheating time of the power battery in low-temperature environments, enhances the vehicle's user experience, and avoids consuming power battery energy during the heating process, ensuring the vehicle's range performance.

[0061] According to one embodiment of this application, controlling a corresponding motor based on a heat generation control strategy includes: for a motor that supports a first operating mode, controlling the corresponding motor to start generating heat when the first heat generation control strategy is satisfied; and for a motor that supports a second operating mode, controlling the corresponding motor to start generating heat when the second heat generation control strategy is satisfied.

[0062] Specifically, when controlling the corresponding motors based on the heat generation control strategy, for motors supporting the first operating mode, heat generation is initiated when the first heat generation control strategy is met; for motors supporting the second operating mode, heat generation is initiated when the second heat generation control strategy is met. That is, for motors supporting the first operating mode, heat generation is initiated when the first heat generation control strategy is met (e.g., meeting preset basic enabling conditions and the vehicle speed is zero); for motors supporting the second operating mode, heat generation is initiated when the second heat generation control strategy (meeting preset basic enabling conditions) is met.

[0063] For example, upon receiving a heating request, the vehicle control unit first determines the supported operating mode category for each motor that supports heat generation. If it's the first operating mode, it checks basic enabling conditions such as charging connection, high-voltage establishment, and motor control unit standby, and continuously monitors whether the vehicle speed is zero. If the preset basic enabling conditions are met and the vehicle speed is zero, a heat generation command is sent; otherwise, heat generation is disabled or stopped. If it's the second operating mode, it only needs to check basic conditions such as charging connection, high-voltage establishment, and motor control unit standby. If these conditions are met, a heat generation command is sent; otherwise, it waits or disables the process.

[0064] Therefore, the corresponding heat generation control conditions can be matched according to the working modes supported by different motors. This not only allows for the flexible use of motors that meet the requirements of the working mode to participate in heat generation, improving the adaptability and accuracy of heat generation control, but also avoids the safety risks caused by forcibly starting the motor to generate heat when the working conditions are not met. At the same time, it can make full use of the heat generation capacity of the dual-motor system to quickly meet the heating needs of the whole vehicle, improve the efficiency of vehicle heating or battery preheating in low-temperature environments, and optimize the energy consumption performance of the whole vehicle.

[0065] According to one embodiment of this application, the motor control method further includes: acquiring a motor operating mode signal; and determining that the motor is operating in a third operating mode based on the operating mode signal, determining the motor's heat generation control strategy as a third heat generation control strategy, wherein the third heat generation control strategy is to prohibit sending target heating requests to the motor.

[0066] Specifically, to further prevent conflicts between specific high-performance operating modes and heat generation modes based on differentiated control, this application also provides the following preferred solution. This involves introducing real-time monitoring of the motor's current operating mode and an interlock control strategy based on this monitoring. The aim is to address the problem that adding a heat generation task when the motor is already under high load may lead to power overload and hardware damage. In this preferred solution, the motor's operating mode signal is acquired. If the motor is determined to be operating in a third operating mode based on the operating mode signal, the heat generation control strategy can be determined as the third heat generation control strategy, which prohibits sending target heating requests to the motor. This design allows the vehicle control unit to perceive the actual operating status of the motor in real time and implement the safety principle of "hardware limitations take precedence over software requests." The principle is that when the motor performs high-power, high-heat tasks such as boosting, its controller and power devices are already close to or have reached their design load limits. Introducing a heat generation task at this time will lead to an accumulation of instantaneous power demands, potentially causing overheating, derating, or even failure. By actively shielding heat generation requests, hardware-level functional interlocking is achieved. The advantage is a significant improvement in the reliability and safety of the power system under complex operating conditions.

[0067] For example, the vehicle control unit continuously monitors the current operating mode signals reported by each motor control unit via the vehicle bus. When it detects that a motor's signal value indicates it is in "boost mode," the vehicle control unit immediately applies a third heating control strategy to that motor, regardless of whether the air conditioning controller issues a heating request or whether the motor's original hardware capabilities support heat generation. Essentially, this strategy acts as a command blocker, overriding or bypassing the first or second strategies based on capability profile matching, directly prohibiting any commands to enter heating mode from being sent to that motor control unit.

[0068] Therefore, even when the vehicle controller has pre-planned the heat generation task, it can make dynamic priority adjustments based on the current actual working state of the motor, ensuring the stability of power output and hardware safety under high power demand scenarios. It will not affect the power output performance due to the additional heat generation task, and it will also avoid the risk of hardware damage caused by power overload. This further improves the safety logic of motor heat generation control and makes the overall control strategy more in line with the complex operating conditions of the vehicle in actual operation.

[0069] According to one embodiment of this application, the motor control method further includes: when it is determined based on the operating mode signal that the motor has exited the third operating mode, allowing the motor to respond to the target heating request.

[0070] Specifically, the operating mode signal is monitored. When the operating mode signal determines that the motor has exited the third operating mode, the motor is allowed to respond to the target heating request. When the motor exits the third operating mode, the shielding effect of the third heat generation control strategy is immediately released. The vehicle control unit will then re-match the first or second heat generation control strategy based on the motor's current actual operating conditions and the pre-built capability profile, and will again allow the sending of the command to enter the heat generation mode to the motor control unit. This allows the motor to continue responding to the heating request of the air conditioning system, maximizing the use of the motor's surplus capacity to provide heat to the cabin while ensuring safe and stable power output, thus balancing power performance and cabin thermal comfort requirements.

[0071] Therefore, by shielding the heat generation request when the motor is operating in the third working mode, the overload caused by the motor simultaneously undertaking power output and heat generation tasks is avoided. This ensures the stability and safety of power output, prevents motor wear due to long-term overload operation, and extends the motor's service life. At the same time, the motor promptly resumes its response to heating requests after exiting the third working mode, preventing the waste of the motor's excess heat generation capacity for an extended period. This ensures that the thermal comfort of the cabin is not affected for a long time, improves the overall user experience of the vehicle, and balances the needs of power safety and user comfort.

[0072] According to one embodiment of this application, the motor control method further includes: updating the preset mapping relationship to adapt to the new motor type when a new motor type is added to the vehicle.

[0073] Specifically, to enable systems using preset mapping relationships to quickly adapt to changes in vehicle configurations and reduce development costs, this application also provides the following preferred solution, which adds an update mechanism to the preset mapping relationships. This aims to address the problem of poor control architecture scalability, allowing the system to adapt to new hardware through configuration rather than coding. Specifically, in this preferred solution, when a new motor type is added to the vehicle, the preset mapping relationships can be updated to accommodate the new motor type. This design makes the system's control logic configurable. The principle is to externalize the binding relationship between control strategies and specific motor types as modifiable data (mapping table), rather than hard-coding it into the program logic. When a new motor type is added, developers only need to analyze the hardware capability information of the new motor (whether it supports heat generation, what operating modes it supports, etc.), design or select a suitable heat generation control strategy subroutine, and then add the correspondence between the new motor's capability combination and strategy ID to the preset mapping relationship table. This eliminates the need to modify the core control code framework of the vehicle control unit, greatly shortening the development, testing, and verification cycle for new vehicle models or configurations, and achieving software platformization and reuse.

[0074] For example, update operations can occur at multiple stages. On the vehicle production line, diagnostic equipment can be used to flash a complete data table containing the mapping relationships of all motors for a new model into the vehicle control unit. Alternatively, in after-sales service, an incremental update package for the mapping table can be remotely sent via OTA (Over-The-Air) updates, which the vehicle control unit then merges with the existing mapping table. Furthermore, the update process must ensure data integrity and consistency, for example, through version number management and checksum verification. In addition, updates are not limited to adding new motor types; they also include optimizing and adjusting existing motor control strategies, which only requires updating the subroutine code pointed to by the corresponding strategy ID in the mapping table or directly modifying the strategy parameters.

[0075] Therefore, adaptation to new motor types can be achieved without modifying the core control framework, greatly improving the scalability of the vehicle control system. This reduces the cost of coding modifications and repeated verification during the development of new models, and also enables flexible optimization of control strategies through after-sales upgrades. It better balances R&D efficiency and subsequent iteration capabilities, helps motor control software achieve platform reuse, and meets the rapid deployment needs of diverse vehicle configurations.

[0076] In summary, consider a scenario in low winter temperatures where a user drives an electric vehicle equipped with dual motors (front-wheel drive, supporting heat generation while driving; rear-wheel drive, supporting heat generation only while parked) to a DC fast charging station. The outdoor temperature is low, the battery temperature is low, direct charging is inefficient and may damage the battery.

[0077] When a user drives the vehicle into a charging bay and connects the charging gun, the battery management system detects that the battery temperature is too low and sends a heating request to the air conditioning controller. The air conditioning controller then sends a motor heating request signal to the vehicle control unit via the vehicle bus. The vehicle control unit first obtains the hardware capability information of the front and rear motors. By querying the internally preset "capability-strategy" mapping table, the vehicle control unit learns that the front motor's capability profile is {supports heating, supported modes: parking + driving}, corresponding to the second heating control strategy; the rear motor's capability profile is {supports heating, supported mode: parking only}, corresponding to the first heating control strategy.

[0078] Next, the vehicle control unit begins executing its matching strategy for the two motors in parallel. For the front motor, the vehicle control unit checks preset basic enabling conditions: charging connection status (connected), vehicle high-voltage system established (charger operational), and front motor controller available. All these conditions are met instantaneously, so the vehicle control unit immediately sends a command to the front motor controller via the vehicle bus to initiate heat generation. The heat circulates through the motor coolant, rapidly heating the battery pack.

[0079] For the rear motor, the vehicle control unit not only checks its preset basic enabling conditions but also its strict enabling condition: "vehicle speed is zero." At this point, although the vehicle has essentially come to a stop, the user may have slightly released the brake pedal to adjust their position, causing the vehicle to creep very slowly (approximately 2 kph). The vehicle control unit continuously monitors the vehicle speed signal; as long as the vehicle speed is not zero, it will not send a heat-generating command to the rear motor controller. This ensures that the rear motor will not be activated if the vehicle is at risk of movement, avoiding potential overheating hazards. A few seconds later, the vehicle comes to a complete stop, and the vehicle speed signal returns to zero. The vehicle control unit detects this change, immediately determines that the rear motor's enabling condition is met, and then sends a heat-generating command to the rear motor control unit, causing the rear motor to also start generating heat. At this point, both motors generate heat simultaneously, and the battery heating rate reaches its maximum.

[0080] Suppose that during the heating process, the user needs to temporarily move the vehicle to make way for a charging spot. When the user engages Drive and lightly presses the accelerator, the vehicle speed increases from zero. The vehicle control unit monitors the vehicle speed in real time as being greater than zero. For the rear motor, according to the exit logic of its first heat generation control strategy, the vehicle control unit immediately sends a command to the rear motor control unit to discontinue parking heat generation, even if the heating request still exists. For the front motor, since the exit condition of its second heat generation control strategy is not closely related to vehicle speed (it mainly depends on the disappearance of the heating request), and its hardware supports driving heat generation, the vehicle control unit may allow it to continue generating heat for a period of time, or, according to the strategy design, discontinue it only when the vehicle speed exceeds a certain higher threshold. In this way, during short-distance vehicle movement, the system still provides some heating capacity under safe conditions.

[0081] Once the vehicle comes to a complete stop, the rear motor will be reactivated to generate heat when the vehicle speed is again at zero. Throughout the process, if the rear motor has previously entered boost mode due to performance requirements (e.g., if the current charging station is 400V, the bus voltage can be boosted to 800V to increase heat generation power and meet the need for rapid heating of the coolant and thus the battery in low-temperature environments), the vehicle control unit will monitor its operating mode signal and actively block heat generation commands during boost mode activation to achieve interlock protection.

[0082] Therefore, by matching differentiated control strategies according to the heat generation capacity and available operating modes of different motors, it not only makes full use of all available motor heat generation resources, maximizes the battery heating rate in low-temperature environments, shortens the preheating waiting time before fast charging, and improves charging efficiency, but also sets strict vehicle speed judgment conditions for motors that only support parking heat generation, avoiding accidental activation of the heating element when the vehicle is moving, thus achieving a balance between the battery's rapid heating needs and driving safety, combining practicality and safety.

[0083] The following is combined Figure 2The method described in this application is used to describe the method.

[0084] As a specific example, the motor control method of this application may include the following steps: S101, upon receiving a target heating request, acquire the hardware capability information of each of the multiple motors. The hardware capability information includes the motor's heat generation support capability and the operating modes supported by the motor. The operating modes include a first operating mode, a second operating mode, and a third operating mode. The first operating mode is a mode that only supports parking heat generation, the second operating mode is a mode that supports both parking and driving heat generation, and the third operating mode is an external input boost mode.

[0085] S102, determine whether the motor supports the first operating mode. If yes, proceed to step S103; otherwise, proceed to step S107.

[0086] S103, determine the heat generation control strategy of the motor as the first heat generation control strategy. The first heat generation control strategy includes preset basic enabling conditions and enabling conditions of zero vehicle speed and parking gear. The preset basic enabling conditions include at least one of the following: charging connection status, vehicle high voltage system establishment status, and motor controller availability.

[0087] S104: For motors that support the first working mode, under the condition of satisfying the first heat generation control strategy, control the corresponding motor to start generating heat.

[0088] S105, acquire the motor's operating mode signal.

[0089] S106, when it is determined that the motor is running in the third working mode based on the working mode signal, the heat generation control strategy of the motor is determined to be the third heat generation control strategy, which prohibits sending target heating requests to the motor.

[0090] S107, Determine whether the motor supports the second operating mode. If yes, proceed to step S108; otherwise, proceed to step S105.

[0091] S108, the heat generation control strategy of the motor is determined to be the second heat generation control strategy, which includes preset basic enabling conditions.

[0092] S109, For motors that support the second working mode, under the condition of satisfying the second heat generation control strategy, control the corresponding motor to start generating heat and proceed to step S105.

[0093] In summary, the motor control method according to the embodiments of this application, upon receiving a target heating request, acquires the hardware capability information of each of a plurality of motors. This hardware capability information includes the motor's heat generation support capability and the operating modes supported by the motor. Based on the hardware capability information, a heat generation control strategy for the corresponding motor is determined, and the corresponding motor is controlled based on the heat generation control strategy. Therefore, this method can formulate and execute control commands according to the actual functions and operating mode range supported by the motor, effectively avoiding the risk of overheating damage or functional conflicts that may be caused by a mismatch between the strategy and hardware capabilities. Simultaneously, it improves the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

[0094] Corresponding to the above embodiments, this application also proposes a computer-readable storage medium.

[0095] The computer-readable storage medium of this application embodiment stores a program that, when executed by a processor, implements the above-described motor control method.

[0096] According to the computer-readable storage medium of the present application embodiment, by executing the above-described motor control method, control commands can be formulated and executed according to the actual functions and operating mode range supported by the motor, effectively avoiding the risk of overheating damage or functional conflict that may be caused by mismatch between strategy and hardware capabilities, while improving the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

[0097] Corresponding to the above embodiments, this application also proposes a vehicle.

[0098] like Figure 3 As shown, the vehicle 200 in this embodiment may include: a memory 210, a processor 220, and a program stored in the memory 210 and executable on the processor 220. When the processor 220 executes the program, it implements the above-described motor control method.

[0099] According to the embodiments of this application, by executing the above-described motor control method, the vehicle can formulate and execute control commands based on the actual functions and operating modes supported by the motor, effectively avoiding the risk of overheating damage or functional conflicts that may be caused by mismatch between strategy and hardware capabilities, while improving the vehicle's compatibility with different hardware configurations and the efficiency and safety of overall thermal management.

[0100] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0101] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, and application-specific integrated circuits having suitable combinational logic gates.

[0102] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0103] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0104] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0105] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A motor control method, characterized in that, The method includes: Upon receiving a target heating request, the hardware capability information of each of the multiple motors is obtained, wherein the hardware capability information includes the heat generation support capability of the motor and the operating mode supported by the motor. The heat generation control strategy for the corresponding motor is determined based on the hardware capability information. The corresponding motor is controlled based on the heat generation control strategy.

2. The motor control method according to claim 1, characterized by, The step of determining the corresponding heat generation control strategy for the motor based on the hardware capability information includes: The heat generation control strategy for the corresponding motor is determined based on the hardware capability information and the preset mapping relationship, wherein the preset mapping relationship is used to indicate the relationship between the hardware capability information and the heat generation control strategy.

3. The motor control method according to claim 1 or 2, characterized by, The operating modes include a first operating mode, a second operating mode, and a third operating mode. The first operating mode is a mode that only supports heat generation during parking. The second operating mode is a mode that supports both heat generation during parking and heat generation during driving. The third operating mode is an external input boost mode.

4. The motor control method according to claim 3, characterized by, The step of determining the corresponding heat generation control strategy for the motor based on the hardware capability information includes: When the supported working mode of the motor is the first working mode, the heat generation control strategy of the motor is determined to be the first heat generation control strategy. The first heat generation control strategy includes preset basic enabling conditions and enabling conditions of zero vehicle speed and / or parking gear. The preset basic enabling conditions include at least one of charging connection status, vehicle high voltage system establishment status, and motor controller availability. When the supported operating mode of the motor is the second operating mode, the heat generation control strategy of the motor is determined to be the second heat generation control strategy, which includes the preset basic enabling conditions.

5. The motor control method according to claim 4, characterized by, The control of the corresponding motor based on the heat generation control strategy includes: For motors that support the first working mode, under the condition that the first heat generation control strategy is satisfied, the corresponding motor is controlled to start generating heat. For motors that support the second operating mode, under the condition that the second heat generation control strategy is satisfied, the corresponding motor is controlled to start generating heat.

6. The motor control method according to claim 4, characterized by, The method further includes: Obtain the operating mode signal of the motor; When the motor is determined to be running in the third operating mode based on the operating mode signal, the heat generation control strategy of the motor is determined to be the third heat generation control strategy, which prohibits sending the target heating request to the motor.

7. The motor control method according to claim 6, characterized by, The method further includes: When the motor is determined to exit the third operating mode based on the operating mode signal, the motor is allowed to respond to the target heating request.

8. The motor control method of claim 2, wherein, The method further includes: When a new motor type is added to a vehicle, the preset mapping relationship is updated to adapt to the new motor type.

9. A computer-readable storage medium, characterized in that, It stores a program that, when executed by a processor, implements the motor control method according to any one of claims 1-8.

10. A vehicle characterized by comprising: include: A memory, a processor, and a program stored on the memory and executable on the processor, the processor implementing the motor control method according to any one of claims 1-8 when executing the program.

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