Vehicle and heating control method and system

Abstract

Embodiments of the present application provide a vehicle and a heating control method and system. The method comprises: in response to the vehicle being in a fast charging working condition, in a case where a power battery heating request and a cabin heating request are received, obtaining a charging state of a power battery in the vehicle; determining a heating mode of the vehicle based on the charging state, wherein the heating mode at least includes one of the following: a motor locked-rotor heating mode, a heater heating mode; and controlling the vehicle to heat based on the heating mode. The present application solves the technical problem of low safety of heating control of the vehicle in the fast charging working condition in the related art.

Description

Technical Field

[0001] This application relates to the fields of vehicles and heating, and more specifically, to a vehicle and a heating control method and system. Background Technology

[0002] With the popularization of new energy vehicles, the power battery is prone to problems such as insufficient temperature rise due to increased internal resistance during fast charging, which can lead to decreased charging efficiency, lithium deposition risk and range reduction. Therefore, efficient thermal management is urgently needed.

[0003] Currently, related technologies often use heaters with fixed heating strategies to heat vehicles. However, for new energy vehicles, when a high-power heater is connected during charging, it can cause the voltage of the fast charging station to become unstable or even drop momentarily, resulting in a low safety profile.

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

[0005] This application provides a vehicle and a heating control method and system to at least solve the technical problem of low safety in vehicle heating control under fast charging conditions in related technologies.

[0006] According to one aspect of the embodiments of this application, a vehicle heating control method is provided, comprising: in response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, acquiring the charging state of the power battery in the vehicle; determining a vehicle heating mode based on the charging state, wherein the heating mode includes at least one of the following: a motor stall heating mode and a heater heating mode; and controlling vehicle heating based on the heating mode.

[0007] Optionally, based on the charging state, the vehicle's heating mode is determined, including: in response to the charging state being a preheating state, determining the vehicle's heating mode to include a heater heating mode; and in response to the charging state being a charging-heating co-processing state, determining the vehicle's heating mode to include a heater heating mode and a motor stall heating mode.

[0008] Optionally, based on a heating mode, controlling vehicle heating includes: in response to a heating mode including a heater heating mode, controlling the vehicle's heater to heat the power battery and the cabin; preferably, after controlling the vehicle's heater to heat the power battery and the cabin, the method further includes: in response to a charging state changing from a preheating state to a charging-heating coordinated state, and the temperature of the power battery being lower than a target operating temperature, generating a motor stall heating request; and based on the motor stall heating request, controlling the motor in the vehicle to heat the power battery.

[0009] Optionally, vehicle heating is controlled based on the heating mode, including: responding to the vehicle's heating mode being heater heating mode and motor stall heating mode, controlling the vehicle's heater to heat the power battery and cabin based on heating priority, and generating a motor stall heating request, wherein the heating priority of the power battery is lower than the heating priority of the cabin; and controlling the motor in the vehicle to heat the power battery based on the motor stall heating request.

[0010] Optionally, based on the motor stall heating request, controlling the motor in the vehicle to heat the power battery includes: based on the motor stall heating request, obtaining a first operating state of the vehicle and a second operating state of the power battery; based on the first operating state and the second operating state, determining whether to activate the motor stall heating mode; if it is determined that the motor stall heating mode is activated, controlling the motor to enter torque control mode and activating the motor stall heating function.

[0011] Optionally, the first operating state includes vehicle speed and gear position; based on the first operating state and the second operating state, determining whether to activate the motor stall heating mode includes: activating the motor stall heating mode when the vehicle speed is below a preset threshold, the gear position is a preset gear, and the second operating state is DC charging state.

[0012] Optionally, after controlling the motor in the vehicle to heat the power battery, the above method further includes: in response to the charging state changing from the charging-heating coordinated state to the charging state, controlling the motor to exit the torque control mode and turning off the stall heating function; preferably, the above method further includes: stopping the heater from heating the power battery.

[0013] According to another aspect of the embodiments of this application, a vehicle heating control system is also provided, including: a power battery management module connected to a central control module, which, in response to the vehicle being in fast charging mode, sends the charging status of the power battery in the vehicle to the central control module upon receiving a power battery heating request and a cabin heating request; the central control module determines the vehicle heating mode based on the charging status and controls the vehicle heating based on the heating mode, wherein the heating mode includes at least one of the following: a motor stall heating mode and a heater heating mode.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment of the application, in response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, the charging status of the power battery in the vehicle is obtained; based on the charging status, the vehicle heating mode is determined; and based on the heating mode, the vehicle heating is controlled.

[0020] This application, under fast charging conditions, simultaneously responds to both power battery heating requests and cabin heating requests. First, it determines the power battery's charging state to analyze its operation under the current fast charging conditions. Then, considering the power battery's charging state, it accurately selects the required heating mode for the vehicle, achieving safe heating control of the vehicle under fast charging conditions. This achieves the goal of safely controlling vehicle heating, thus improving the safety of vehicle heating control and solving the technical problem of low safety in vehicle heating control under fast charging conditions in related technologies. Attached Figure Description

[0021] 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:

[0022] Figure 1 This is a flowchart of a vehicle heating control method according to an embodiment of this application;

[0023] Figure 2 This is a schematic diagram of a vehicle heating control system according to an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of an optional vehicle heating control method according to an embodiment of this application;

[0025] Figure 4This is a schematic diagram of signal transmission of a vehicle heating control system according to an embodiment of this application;

[0026] Figure 5 This is a schematic diagram of a vehicle heating control device according to an embodiment of this application;

[0027] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0028] 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 of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0029] 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.

[0030] According to an embodiment of this application, an embodiment of a vehicle heating control method is provided. 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. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This embodiment provides a vehicle heating control method. Figure 1 This is a flowchart of a vehicle heating control method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0032] Step S102: In response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, the charging status of the power battery in the vehicle is obtained.

[0033] The aforementioned vehicles can be equipped with a high-voltage electrical architecture, a power battery system, an electric drive system, a thermal management system, and a vehicle electronic control architecture, including hardware components such as the power battery pack, motor, controller, and heater, as well as the vehicle control logic and signal interaction system. The high-voltage electrical architecture supports DC fast-charging power battery systems and integrates a battery management system, enabling proactive battery heating requests in low-temperature environments. The thermal management system can participate in thermal management of the drive motor and motor controller, supporting stall heating in torque control mode, allowing the motor to generate heat and transfer it to the power battery even when stationary. The thermal management system can also refer to additional heaters to respond to cabin heating and power battery heating needs, allocating heat energy according to priority. The vehicle electronic control architecture can integrate signals from different subsystems within the vehicle, dynamically determining the heating mode based on the power battery's charging state.

[0034] The vehicle can be powered by a battery and can be either a pure electric vehicle or a plug-in hybrid vehicle. It features high-voltage power supply capability, a DC charging interface, a distributed communication network, and safety diagnostic mechanisms.

[0035] The aforementioned fast charging condition refers to the operational phase where the vehicle rapidly replenishes the power battery via a DC charging pile. This is achieved through high current input and continuous operation of the high-voltage charging circuit. The fast charging condition can be characterized by the power battery being in DC charging mode, a secure physical connection of the charging gun, and the charging pile's output voltage remaining stable above 300 volts with normal communication protocol. The fast charging condition can be evaluated using electrical parameters such as the charger's communication status, the power battery relay's closure status, and the bus current fluctuation characteristics. The fast charging condition is a triggering condition for the heating control method in this embodiment, determining whether to activate the intelligent heating strategy.

[0036] The aforementioned power battery heating request is a heating start command proactively issued by the power battery management system after comprehensively judging the cell temperature, internal resistance changes, and safety thresholds. The power battery heating request represents the power battery's own thermal management needs.

[0037] The power battery heating request provides the vehicle's thermal management unit with a basis for decision-making, preventing accidental heating when the power battery temperature is normal or when there are safety hazards. This returns the heating decision-making power to the power unit itself, realizing a shift from "passive response" to "active perception," breaking through the traditional crude mode of fixed temperature triggering, and making heating control safer and more intelligent.

[0038] The aforementioned cabin heating request can be generated by the vehicle's air conditioning system based on the difference between the occupant's set temperature and the actual cabin temperature, forming a comfort heating demand signal. The cabin heating request can also be triggered by the user via a mobile terminal or in-vehicle display screen.

[0039] Cabin heating requests ensure a comfortable experience for passengers. They can also prioritize heater power allocation, ensuring that passenger comfort needs are met when resources are limited.

[0040] The aforementioned state of charge refers to the specific operational stage of the power battery during DC fast charging, reflecting its comprehensive electrochemical state and its ability to accept high current input. State of charge specifically refers to the charging state of the power battery when it is in DC charging mode.

[0041] The charging state can be divided into preheating state, charging and heating combined state, and charging state.

[0042] Different charging states may correspond to different temperature, voltage, and current response curves. The charging state is a core basis for switching heating modes, such as determining when to activate motor stall heating. By understanding the charging state, the heating strategy can be directly linked to the internal electrochemical behavior of the power battery, avoiding misjudgments of heating timing due to relying solely on temperature sensors.

[0043] The preheating state is the initial stage of fast charging in low-temperature environments, where the main relay disconnects due to excessively low temperature, preventing the input of charging current but allowing external heating. In this state, the battery temperature remains low, and no charging current flows through the cells. The preheating state provides a safe temperature rise buffer for the battery, allowing the cell temperature to gradually increase to ensure fast charging. The preheating state also prevents accidental starting of motor stall heating and avoids voltage drops at the fast charging station caused by the disconnection of the battery relay.

[0044] The charging-heating coordinated state is a stable operating phase where charging and heating can proceed simultaneously after the power battery temperature rises above the safe threshold and the main relay closes. In this state, the power battery can be charged using DC charging; the power battery management system confirms stable voltage and current, allowing normal charging current injection; the power battery circuit is conductive; and the motor controller can receive heating commands. This enables simultaneous charging and heating.

[0045] During this stage, charging and heating can be performed, shortening the overall charging time, improving energy utilization efficiency under low-temperature conditions, enabling the power battery to obtain effective thermal compensation while receiving high power input, and enhancing the fast charging experience.

[0046] The charging state refers to the state in which the power battery temperature reaches the operating temperature, and there is no need to continue heating the power battery, but charging continues, thereby improving charging efficiency.

[0047] In one optional embodiment, upon detecting the insertion of the charging gun, the application of high voltage, and the continuous reporting of DC charging mode by the power battery management system, the charging status acquisition process is triggered by combining two enable signals: a power battery heating request and a cabin heating request. For example, the power battery management system can actively send charging status signals at fixed intervals during fast charging. The power battery management system integrates multi-dimensional sensors for temperature, voltage, and current to calculate the dynamic charging stage in real time and output the charging status.

[0048] In another optional embodiment, when the vehicle is in fast charging mode and receives both a power battery heating request and a cabin heating request, the central control module can fuse multiple signals to infer the charging state. For example, based on the power battery mode, charging current, bus voltage, relay status, cell temperature rise slope, and the charging stage identifier in the charging pile communication protocol, the charging state can be predicted. If the current is greater than 20A, the voltage is stable, the relay is closed, and the temperature rise rate is greater than 0.3℃ / min, it is determined to be a charging and heating coordinated state. If the current is 0, the voltage fluctuates greatly, and the relay is open, it is determined to be a preheating state. Multi-parameter weighted judgment is performed using fuzzy logic or a state machine algorithm to improve system compatibility.

[0049] In another optional embodiment, the charging stage is obtained by parsing the communication protocol between the fast charging station and the vehicle. After the vehicle and the charging station complete their handshake, the charging station clearly indicates the current charging stage in the message, such as "Pre-Charge" or "Charging". The central control module can receive this protocol data packet via Ethernet and parse out the specific charging sub-status code. Therefore, under fast charging conditions, and after receiving requests for power battery heating and cabin heating, the system can read this protocol stage identifier as the basis for the charging status.

[0050] Step S104: Determine the vehicle's heating mode based on the charging status.

[0051] The heating mode includes at least one of the following: motor stall heating mode, heater heating mode.

[0052] The aforementioned heating modes refer to a comprehensive set of heating strategies employed by the vehicle under fast charging conditions to meet the thermal demands of the power battery and passenger compartment. The conditions for a heating mode to be activated are that the vehicle is in fast charging mode and a heating request is triggered.

[0053] The heating mode can dynamically allocate heating resources based on the charging status, enabling intelligent scheduling of the heating strategy and avoiding resource waste and overheating. This transforms heating from a fixed execution behavior into a state-driven intelligent response mechanism, allowing the system to adaptively adjust according to the thermodynamic characteristics of the power battery and user needs, thus improving control accuracy and system efficiency.

[0054] The heating mode includes at least one of the following: motor stall heating mode, heater heating mode, power battery self-heating, and low-efficiency heating.

[0055] The motor stall heating mode refers to a non-drive heating method in which a controllable current is injected into the stator windings by the motor controller to generate Joule heat in the motor and transfer it to the power battery when the vehicle is stationary.

[0056] In the motor stall heating mode, the motor controller switches to torque control mode, outputting zero torque but not zero current. It utilizes copper and iron losses for heating, thus achieving auxiliary heating without additional energy consumption by leveraging existing electric drive system losses. The motor stall heating mode reduces heater load, improves charging efficiency, and reduces overall vehicle energy consumption.

[0057] The heater heating mode refers to a heating method that uses a positive temperature coefficient (PTC) electric heater to directly heat the power battery and cabin. A PTC electric heater can be an electric heating device that utilizes the properties of materials with a positive temperature coefficient to achieve self-temperature control.

[0058] Positive temperature coefficient (PTC) electric heaters are reliable heat sources for low-temperature environments. Their output power can be adjusted via duty cycle. PTC electric heaters can provide stable heat input, ensuring the power battery can safely heat up even when the relay is disconnected.

[0059] Self-heating of a power battery refers to the process of raising the battery temperature autonomously in low-temperature environments by controlling the charging and discharging current of the internal cells and utilizing the Joule heat generated by their internal resistance. This self-heating can be achieved by alternately applying small forward and reverse current pulses or alternating current, causing lithium ions to repeatedly insert and extract into the electrode materials, inducing polarization losses and resistive heating, thereby raising the battery temperature without the need for external heating devices.

[0060] Low-efficiency heating refers to the method of heating the power battery through a low-efficiency heat source, such as using resistance wire to directly heat the power battery pack. Low-efficiency heating means that the energy comes from the power battery's own discharge, and the heating efficiency is usually low, with a large amount of electrical energy being converted into waste heat rather than effective temperature rise.

[0061] In one optional embodiment, a finite state machine is used to take the enumerated values ​​of the charging state as input state nodes, thereby outputting the heating mode. For example, if the input charging state is a pre-charging state, the state machine can output "heater heating mode". If the input charging state is a charging-heating coordinated state, the state machine can output "heater heating mode good motor stall heating mode". If the input charging state is a charging state, it outputs "no heating mode". The state machine uses priority sequential scanning to ensure unambiguous state transitions, thus achieving simplicity, convenient debugging, and strong deterministic response.

[0062] In another alternative embodiment, a software-defined rule engine architecture is employed, encapsulating heating mode decisions into configurable rule sets and deploying them in the rule base of the central control module. Different rules correspond to different heating modes. Rules can be updated remotely based on vehicle model and regional climate without requiring changes to the underlying code. For example, vehicles in northern regions may prioritize the motor stall heating mode, while vehicles in southern regions may use the heater mode.

[0063] In another alternative embodiment, a lightweight deep learning model can be introduced. This model uses multi-dimensional features such as historical charging data, ambient temperature, battery aging level, charging power, and heating requests as input to train a neural network that automatically learns the nonlinear mapping relationship between charging state and heating mode. This lightweight deep learning model can capture implicit patterns under complex operating conditions, such as automatically initiating motor heating in advance when the battery's temperature rises more slowly due to aging. The lightweight nature of the model also allows for meeting real-time requirements.

[0064] Step S106: Based on the heating mode, control the vehicle heating.

[0065] In one optional embodiment, pulse width modulation (PWM) signals with different duty cycles are output according to the heating mode to precisely control the heater power level. For example, in the heater heating mode, the system proportionally allocates the total heater power based on the dual needs of the cabin and battery, and generates PWM signals with corresponding duty cycles to drive the heater power module. The system can reduce the heater output to a sustaining power level to reserve electrical energy for the motor heating system, and employs closed-loop temperature feedback, with the heater's temperature sensor transmitting data in real time, and the controller dynamically adjusting the PWM signal to stabilize heat output.

[0066] Alternatively, heating control commands are distributed to each execution unit in a standardized message format. Different heating modes are pre-configured to correspond to different control commands. Each execution unit independently receives and executes the control commands, ensuring reliable command transmission and priority isolation, and supporting concurrent responses from multiple nodes. This achieves high scalability, allowing flexible integration with other heating units (such as seat heating and steering wheel heating), enabling modular thermal management, reducing system coupling, and improving the reusability of the entire vehicle platform.

[0067] In another optional embodiment, a global power budget mechanism is introduced to dynamically allocate the energy required for different modes based on the total available power of the vehicle's high-voltage system. In the heater heating mode, all available power can be allocated to the heater. In the multi-mode heating mode, the system can preset the upper limit power for the heater and the upper limit power for the motor heating, reserving the remaining power for charging. The algorithm monitors the total current in real time; if it exceeds the limit, it automatically reduces the heater output to prioritize charging stability. Through a high-voltage bus current sensor and a power estimation model, an energy balance of "charging priority, heating coordination" is achieved.

[0068] In this embodiment of the application, in response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, the charging status of the power battery in the vehicle is obtained; based on the charging status, the vehicle heating mode is determined; and based on the heating mode, the vehicle heating is controlled.

[0069] This application, under fast charging conditions, simultaneously responds to both power battery heating requests and cabin heating requests. First, it determines the power battery's charging state to analyze its operation under the current fast charging conditions. Then, considering the power battery's charging state, it accurately selects the required heating mode for the vehicle, achieving safe heating control of the vehicle under fast charging conditions. This achieves the goal of safely controlling vehicle heating, thus improving the safety of vehicle heating control and solving the technical problem of low safety in vehicle heating control under fast charging conditions in related technologies.

[0070] Optionally, based on the charging state, the vehicle's heating mode is determined, including: in response to the charging state being a preheating state, determining the vehicle's heating mode to include a heater heating mode; and in response to the charging state being a charging-heating co-processing state, determining the vehicle's heating mode to include a heater heating mode and a motor stall heating mode.

[0071] In one optional embodiment, in response to a preheating state during charging (meaning the battery is too cold to accept charging current and the battery relay is open), the heater can be activated as a heat source, thus determining the heater heating mode. This provides stable and independent heating capability even when the battery electrical circuit is not conducting and the motor cannot safely intervene, preventing heating interruptions due to voltage fluctuations. It also ensures the battery can safely warm up even in dangerously low-temperature conditions, creating conditions for subsequent charging and preventing the risk of lithium plating.

[0072] In response to the charging state being in a charging-heating coordinated state, meaning the battery temperature rises to a safe threshold, the relay closes, and the charging current is injected normally, the system determines that it has entered a stage where charging and heating are carried out simultaneously. This allows for the simultaneous activation of the heater and the motor's stall heating function. Thus, while ensuring charging efficiency, additional heat is generated using the motor's internal resistance loss, reducing heater energy consumption, improving overall thermal management efficiency, shortening total heating time, and reducing dependence on the high-voltage power grid. This breaks the traditional "heat first, charge later" sequential mode, thereby realizing a new technological paradigm of "energy reuse and multi-source coordination" in fast charging of power batteries.

[0073] Optionally, based on the heating mode, vehicle heating is controlled, including: in response to the heating mode including a heater heating mode, controlling the vehicle's heater to heat the power battery and the cabin.

[0074] In one optional embodiment, the heating mode includes a heater heating mode, which relies on the heater as a heat source to simultaneously supply heat to both the battery and the cabin. This ensures that during the preheating phase or when motor stall heating is unavailable, thermal resources are prioritized to meet both the safe warming of the battery and the comfort of the occupants, avoiding resource waste or functional deficiencies caused by driving a single objective. This enables intelligent allocation of heating power, allowing the heater to dynamically balance the load ratio between battery heating and cabin heating within its power limits, preventing delays in battery warming due to cabin overload or occupant discomfort due to prioritizing battery demand.

[0075] Preferably, after controlling the vehicle's heater to heat the power battery and the cabin, the method further includes: in response to the charging state changing from a preheating state to a charging-heating coordinated state, and the temperature of the power battery being lower than the target operating temperature, generating a motor stall heating request; and based on the motor stall heating request, controlling the motor in the vehicle to heat the power battery.

[0076] The aforementioned target operating temperature refers to the target temperature set for the power battery during charging to achieve optimal performance. The target operating temperature can be dynamically calculated based on the power battery's chemical characteristics, aging level, and ambient temperature, such as by comprehensively estimating the temperature distribution of individual cells, changes in internal resistance, and charging rate. The target operating temperature can be between 15 and 35 degrees Celsius. The target operating temperature is a real-time updated temperature threshold, not a fixed value, and will adaptively adjust according to the health status of the power battery. The target operating temperature enables closed-loop feedback for heating control, ensuring precise termination of heating within safe boundaries.

[0077] The aforementioned motor stall heating request can be a start command issued by the electronic climate control system to the vehicle controller after the charging and heating coordination state is met, serving as a trigger signal to implement the motor heating function. The conditions for generating a motor stall heating request are that the charging status is active, the power battery temperature is below the target operating temperature, and there are no safety interlock faults. The motor stall heating request can also be an indication to trigger motor stall heating.

[0078] In one optional embodiment, a dual-condition state machine is used. When the charging state changes from a preheating state to a charging-heating coordinated state, and the battery temperature is below the target operating temperature, this means that the battery has the electrical conditions to accept charging current (relay closed, voltage stable). However, the battery temperature has not yet reached the threshold required for safe and efficient charging, and heating is still needed. A motor stall heating request can be generated, thus upgrading the heating strategy. The state machine uses an edge-triggered mechanism to avoid false triggering due to signal jitter or brief fluctuations. After the motor stall heating request is generated, it can be transmitted via hardware to trigger motor heating.

[0079] In another optional embodiment, fuzzy membership functions are assigned to the charging state and battery temperature, respectively. Changes in the charging state result in changes in the membership function. The system calculates a weighted product of the two functions; if the overall score exceeds 0.7, a request to generate motor stall heating is triggered. This smoothly handles instabilities caused by state transitions (such as communication delays and signal noise), making it suitable for scenarios with limited sensor accuracy or unstable communication. Due to its strong anti-interference capability, it avoids strategy failure caused by single-point anomalies.

[0080] Motor stall heating requests can be sent to the motor controller via onboard network message format. This allows heat to be generated using winding resistance and core hysteresis losses, and then conducted to the power battery through the thermal management system. This ensures safety while fully utilizing the electric drive system's heat generation capacity, achieving "zero-additional power consumption heating." This reduces the continuous load on the heater, alleviates power pressure on the high-voltage system, improves the availability of charging power, and shortens the battery warm-up cycle.

[0081] This step describes the transition of a vehicle during fast charging from relying on heater heating to a combination of heater and motor heating, thereby achieving a dynamic upgrade of the heating method.

[0082] In the initial stage of fast charging, the battery temperature is extremely low, the relay is open, and the system is in a preheating state. At this time, the high-voltage circuit is unstable, and a heater is used for safe heating. Once the battery temperature rises to the threshold for permissible charging, the system enters a charging-heating coordinated state. In this state, the relay closes, and charging current begins to be injected. If the battery temperature still has not reached the target operating temperature (e.g., 15-35℃), a more efficient auxiliary heat source needs to be introduced. This step identifies this change and proactively generates a motor stall heating request, upgrading the heating method from a single heat source to a dual-heat source coordination to accelerate battery heating and shorten the overall charging time.

[0083] The system continuously monitors the charging status, detecting when the charging state transitions from preheating to a combined charging and heating state. By comparing the current battery temperature with the target operating temperature and other decision-making conditions, it ensures that the motor stall heating mode is only activated when the high-voltage electrical circuit has been stably established and continued heating is indeed necessary. This limits the activation of motor stall heating to the combined charging and heating state, rather than the preheating stage. Furthermore, it performs auxiliary motor heating while the battery can accept the charging current, achieving simultaneous charging and heating, significantly reducing overall charging time and improving the low-temperature fast charging experience.

[0084] Therefore, this step can achieve safe, efficient, and coordinated low-temperature fast charging heating control. By accurately identifying the intervention time, it can seamlessly introduce motor stall heating as a supplementary heat source while ensuring high voltage safety, ultimately achieving the comprehensive goal of shortening charging time, improving energy efficiency, and ensuring safety.

[0085] Optionally, vehicle heating is controlled based on the heating mode, including: responding to the vehicle's heating mode being heater heating mode and motor stall heating mode, controlling the vehicle's heater to heat the power battery and cabin based on heating priority, and generating a motor stall heating request, wherein the heating priority of the power battery is lower than the heating priority of the cabin; and controlling the motor in the vehicle to heat the power battery based on the motor stall heating request.

[0086] The heating priority mentioned above refers to the resource allocation weight assigned by the system to the cabin heating and power battery heating needs when heating power is limited. Cabin heating has a higher priority than power battery heating, thereby improving heat energy distribution, prioritizing passenger comfort, and preventing the cabin from becoming too cold due to excessive power battery heating. This balances user experience and power battery performance, achieving synergistic energy management across the entire vehicle.

[0087] In one optional embodiment, in response to the vehicle's heating mode being either heater heating mode or motor stall heating mode, it means that the current operating condition requires the simultaneous activation of both heater and motor stall heating sources to achieve efficient and coordinated thermal management. This ensures charging efficiency while also taking into account the needs of passenger comfort and battery safety for temperature rise, thereby activating the multi-source parallel control capability of the vehicle's thermal management system. This provides a decision-making premise for subsequent priority allocation and resource scheduling, enabling the system to enter an advanced control state of "dual heat source parallel execution with priority".

[0088] Furthermore, based on heating priority, the vehicle's heaters can be controlled to heat the power battery and cabin, and the motor can be triggered to stop-rotor for heating. That is, priority is given to ensuring that the cabin temperature reaches the user's set comfort range, and only the remaining available power is allocated to heating the power battery.

[0089] This allows for prioritizing the fulfillment of passengers' essential needs with limited electrical resources, preventing excessive battery heating from encroaching on cabin power and causing a decline in user experience, and preventing user complaints arising from battery heating demands competing for cabin heating resources, thereby improving the overall human-machine interaction experience of the vehicle.

[0090] Triggering motor stall heating can be achieved through a motor stall heating request. This uses motor stall heating as a supplementary heat source, passively heating the battery by utilizing the motor's own losses, without consuming additional heater power. This allows for supplemental battery heating without interfering with cabin heating, avoiding slow temperature rise due to limited heater power. This enables a tiered heat source replenishment mechanism; while prioritizing cabin heating, the stalled motor can act as a precise backup heat source, improving overall heating efficiency and energy efficiency ratio, and achieving optimal resource allocation.

[0091] Optionally, based on the motor stall heating request, controlling the motor in the vehicle to heat the power battery includes: based on the motor stall heating request, obtaining a first operating state of the vehicle and a second operating state of the power battery; based on the first operating state and the second operating state, determining whether to activate the motor stall heating mode; if it is determined that the motor stall heating mode is activated, controlling the motor to enter torque control mode and activating the motor stall heating function.

[0092] The aforementioned first operating state refers to the set of dynamic vehicle operating parameters that affect the safety of stall heating of the motor. The first operating state can be used to determine whether the vehicle is stationary and whether heating can be safely performed. The first operating state may include, but is not limited to, vehicle speed, gear position, and high-voltage system operating status. The first operating state serves as the interlock condition for motor heating, preventing accidental activation of stall heating while driving or preparing to drive. This ensures operational safety and avoids the risk of loss of control due to sudden torque generation from the motor.

[0093] The aforementioned second operating state refers to the set of internal electrochemical and thermodynamic parameters of the power battery that affect the feasibility and safety of heating. The second operating state is a comprehensive assessment of the power battery's health status. It may include, but is not limited to, individual cell temperature, temperature difference, internal resistance, and voltage. The second operating state, combined with the first operating state, serves as a safety check for motor stall heating, preventing forced heating when the power battery is at risk of lithium plating or localized overheating, avoiding further damage to the power battery during heating operations, and improving vehicle safety.

[0094] The torque control mode described above is a non-drive operating mode switched to achieve motor stall heating. The essence of torque control mode is to shut down the speed and position loops, thereby retaining the low-frequency current injection mode of the current loop. In torque control mode, the motor does not produce mechanical output, allowing it to generate stable heat while stationary. This heat is then transferred to the power battery via the coolant, achieving precise heat source control with "no movement, but heat generation."

[0095] The aforementioned stall-rotor heating function generates a specific current waveform in torque control mode to achieve efficient heating. This function may involve a current waveform generator, a temperature rise rate controller, an over-temperature protection module, and a current limiter to achieve heating. For example, by injecting low-frequency sinusoidal or pulsed current into the windings, controllable heat is generated using copper and iron losses, enabling auxiliary heating of the power battery without an external heat source and reducing the heater load. This transforms the motor from a power component into a multifunctional heat source, achieving resource reuse and improved energy efficiency.

[0096] In one optional embodiment, to achieve precise start-stop of the motor stall heating, multi-source sensor data fusion technology can be employed. This involves comprehensively collecting data on the vehicle's gear position, speed, steering wheel angle, charging status, and ambient temperature and humidity (first operating state), as well as the battery's individual cell temperature distribution, average temperature, internal resistance change rate, and remaining state of charge (second operating state). A fuzzy logic decision model is then constructed using an embedded controller. Based on preset trigger conditions, and considering the temperature gradient change rate and battery thermal inertia characteristics, the system dynamically determines whether to activate the motor stall heating mode.

[0097] The system is only allowed to enter the motor stall heating mode when the triggering conditions are met, thereby opening the torque control mode and activating the motor stall heating function. This can effectively avoid ineffective heating caused by short-term low temperature or misoperation, reduce energy waste, and improve the robustness and safety of the system response.

[0098] In another optional embodiment, to ensure safety throughout the stall heating process, the motor stall heating request can be parsed, and the data instructions to be acquired can be determined based on the parsing results to obtain the first operating state of the vehicle and the second operating state of the power battery. Thus, the first and second operating states can be used to determine whether to activate the motor stall heating mode.

[0099] By using a preset mapping table, different first and second operating states can be pre-defined, along with whether the motor stall heating mode is activated. After confirming that the motor stall heating mode is activated, a heating command can be generated to control the motor to enter torque control mode and activate the motor's stall heating function.

[0100] This step involves making a safety decision regarding activating the motor stall heating mode during fast charging, ensuring that the function is activated safely and feasiblely. The stall heating mode works by injecting current into the stationary motor stator windings, generating heat through copper and iron losses, which is then transferred to the battery via coolant. If the vehicle is in motion (e.g., not completely stationary) or the battery is not in a stable DC state suitable for charging (e.g., a newly closed relay or voltage fluctuations), forcibly activating stall heating may cause the motor to unexpectedly generate torque, leading to vehicle jerking, damage to the transmission system, or a sudden change in high-voltage load causing a voltage drop at the fast charging station and interrupting charging.

[0101] Furthermore, the first and second operating states are used for access verification. Only when the start-up is confirmed will the motor be controlled to switch to torque control mode and the stall heating function be activated, thereby achieving safe and orderly control by verifying before execution.

[0102] Therefore, this step provides the vehicle with state awareness and adaptive decision-making capabilities, upgrading the motor from a simple drive component to a safe and reusable "intelligent heat source." This avoids connecting a high-power motor load when the high-voltage circuit is unstable, reducing the risk of voltage drops at fast charging stations. It also enables efficient energy coordination; for example, under safe conditions, the motor's heat can replace some of the heater's power, reducing the vehicle's dependence on high-voltage heaters, improving overall energy efficiency during fast charging, and shortening low-temperature charging time.

[0103] Optionally, the first operating state includes vehicle speed and gear position; based on the first operating state and the second operating state, determining whether to activate the motor stall heating mode includes: activating the motor stall heating mode when the vehicle speed is below a preset threshold, the gear position is a preset gear, and the second operating state is DC charging state.

[0104] In one optional embodiment, the system only activates the motor stall heating mode when the vehicle speed is below a preset threshold (e.g., below 3 km / h), the gear is a preset gear (e.g., P), and the power battery is in DC charging mode. This triple state constraint clearly defines the triggering scenario for the motor heating function: the vehicle is stationary or at extremely low speed, in a non-driving gear (e.g., P or N), and the power battery is being rapidly charged by an external DC charging station. This ensures that the motor stall heating behavior is initiated only under specific conditions: the vehicle is not moving, there is no driving demand, and the battery urgently needs to warm up to support efficient charging. This avoids accidental triggering during driving, which could lead to power interruption, energy conflict, or safety hazards.

[0105] By establishing clear and quantifiable entry conditions for the motor stall heating mode, frequent heating activation due to misjudgment at low ambient temperatures is prevented, avoiding unnecessary energy loss or motor overload. Simultaneously, the risk of motor operation interfering with charging current stability during charging is avoided, ensuring the normal execution of the DC charging protocol. By binding "motor heating" with "DC charging," utilizing the motor as a heat source during periods of no power output, coordinated thermal management of "charging and heating simultaneously" is achieved. This not only improves battery charging efficiency and safety in low-temperature environments and reduces the energy consumption of charging stations relying on external heaters, but also achieves a high degree of integration and resource reuse of the entire vehicle's energy system.

[0106] Optionally, after controlling the motor in the vehicle to heat the power battery, the above method further includes: in response to the charging state changing from a charging-heating coordinated state to a charging state, controlling the motor to exit the torque control mode and turning off the stall heating function.

[0107] In one alternative embodiment, after the motor in the vehicle is controlled to heat the power battery, in response to the change of the charging state from a charging-heating cooperative state to a charging state, that is, when it is detected that the power battery has switched from a cooperative state where the motor heats up to assist in heating to a pure charging state where energy is provided by an external DC charging pile and the motor is no longer needed to assist in heating, it is necessary to stop the output torque to the motor and shut down the control logic and current excitation related to stalled regenerative braking.

[0108] By ensuring precise decoupling of heating and charging functions in time, unnecessary energy consumption of the motor is promptly terminated when the battery temperature reaches a suitable range or the charging power is sufficient to maintain the temperature rise, avoiding system overheating and energy waste. This achieves dynamic termination of heating behavior, preventing battery overheating, excessive motor temperature rise, or decreased charging efficiency caused by continuous heating operation. It ensures that the power battery completes safe and efficient charging within an optimal temperature window, while reducing overall vehicle energy consumption and thermal management burden. By constructing an intelligent switching closed loop for heating and charging, the timing and adaptability of the thermal management strategy are demonstrated, which not only improves system energy efficiency and safety but also ensures safe charging in low-temperature environments.

[0109] Preferably, the above method further includes: stopping the heater from heating the power battery.

[0110] In one alternative embodiment, stopping the heater from heating the power battery means that after the battery temperature has been successfully raised to the preset target in the motor stall heating mode, the system actively shuts off the direct heat supply to the power battery from the independently installed heater in the vehicle, so as to avoid heat redundancy and energy waste caused by the operation of the heater.

[0111] The transition from charging state to charging state signifies that the motor heating has met the temperature rise requirements, eliminating the need to heat the power battery. This allows the heater to be stopped, reducing overall vehicle energy consumption, extending driving range, and achieving deeper integration of power system functions and improved energy utilization. This not only reduces the overall energy consumption of the vehicle's thermal management system but also reduces reliance on high-power auxiliary heating elements, extending their service life and improving reliability.

[0112] According to an embodiment of this application, a heating control system for a vehicle is provided. Figure 2 This is a schematic diagram of a vehicle heating control system according to an embodiment of this application, as shown below. Figure 2 As shown, the system includes:

[0113] The power battery management module 202 is connected to the central control module. In response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, it sends the charging status of the power battery in the vehicle to the central control module.

[0114] The central control module 204 determines the vehicle's heating mode based on the charging status and controls the vehicle's heating based on the heating mode. The heating mode includes at least one of the following: motor stall heating mode and heater heating mode.

[0115] The aforementioned power battery management module is an independent embedded control unit used for power battery status monitoring, safety protection, and charge / discharge management. As the sensing core of the vehicle's thermal management system and the unit for efficient management of the power battery, the power battery management module can collect real-time data on individual cell voltage, current, and temperature; estimate the state of charge and health; receive power battery heating requests and cabin heating requests; and promptly determine the charging status.

[0116] The power battery management module can connect to the central control module via a communication interface to provide accurate and reliable power battery charging status, which serves as the basis for heating strategy decisions. The power battery management module ensures that heating control is based on the actual charging status of the power battery, avoiding misjudgments and malfunctions.

[0117] The aforementioned central control module can be a comprehensive decision-making unit integrating the functions of the electronic climate control system and the vehicle controller. The central control module can determine the charging status and dynamically select the heating mode to achieve vehicle heating. It can coordinate the resource allocation between power battery heating and cabin heating, ensuring that the control strategy meets both safety and efficiency objectives. This achieves a system upgrade from decentralized control to centralized intelligent decision-making, enabling heating control to possess adaptability, coordination, and safety.

[0118] The control system adopts a system architecture design of hierarchical perception, intelligent decision-making, and domain-specific execution. The power battery management module actively senses and reports the charging status of the power battery. Based on the charging status, the central control module selects the heating mode, thereby achieving time synchronization and safety decoupling between the heating strategy and the electrical status of the power battery.

[0119] For example, during low-temperature fast charging, if the battery temperature is too low, the battery management module disconnects the main relay. At this time, the battery circuit is physically isolated from the fast charging station and can be heated via the heater mode. If a high-power motor is forcibly started for stall heating at this time, the motor controller needs to draw power from the fast charging station. Because the battery relay is disconnected, the load on the fast charging station suddenly increases, causing a momentary voltage drop. This leads to the motor controller shutting down due to undervoltage protection, resulting in heating failure, halted battery heating, and charging delay. This system, however, monitors the charging status in real time through the battery management module and initiates the heating mode via the central control module.

[0120] Therefore, this system achieves coordinated heating control and dynamic safety of the high-voltage system through state-aware control logic, providing a solution for safe and efficient thermal management in low-temperature fast charging scenarios.

[0121] The technical solution proposed in this application will be described below with reference to an optional embodiment. This application proposes a method for controlling the heating of a power battery under fast charging conditions, which can be applied to the field of vehicle power battery heating.

[0122] The power battery is the vehicle's power source, but its performance is severely limited in low-temperature environments. In particular, low-temperature charging can cause problems such as battery polarization and lithium plating at the anode. In low-temperature environments, both the vehicle's cabin and the power battery require heating, and relying on heaters is insufficient to meet the vehicle's overall thermal needs, especially under low-temperature fast charging conditions.

[0123] The fast charging process for power batteries is typically divided into three stages: the preheating stage, the charging and heating synergy stage, and the charging stage.

[0124] During the preheating stage, the battery cell temperature is too low to charge, the battery relay disconnects, and there is no bus capacitor in the battery circuit. When the heater is engaged, there is a problem of unstable voltage at the fast charging station or even a momentary drop, which may cause the motor stall heating to be interrupted during this stage.

[0125] The second stage is the charging and heating synergy stage, which is the stage of charging and heating simultaneously. In this stage, the temperature of the power battery cells increases, but it has not yet reached the appropriate temperature for the power battery to work, so it is necessary to charge and heat simultaneously.

[0126] The third stage is the charging stage, which means that the temperature of the power battery cell has reached the temperature suitable for the operation of the power battery, and no further heating is required.

[0127] During the preheating stage, the relay of the power battery is in an open state, which leads to voltage instability at the charging station. The intervention of other high-voltage components can cause voltage drops, affecting the operation of high-voltage devices such as the motor and motor controller. Therefore, this application proposes a power battery heating control method for electric vehicles under fast charging conditions.

[0128] Currently, a stable voltage is a prerequisite for the normal operation of the stall motor's heating system. If, during the preheating stage, the voltage from the fast charging station becomes unstable due to the disconnection of the power battery relay, a voltage drop will occur when other high-voltage devices intervene, causing the drive motor to malfunction due to undervoltage. Therefore, a voltage drop at the charging station may lead to stall motor heating failure.

[0129] This embodiment provides a method for controlling the heating of a power battery under fast charging conditions in electric vehicles, such as... Figure 3 As shown, the following process can be adopted:

[0130] Determine the power battery mode, charging status, power battery heating request status, and cabin heating demand status.

[0131] The electronic climate control system determines whether to activate the heater and the motor stall heater based on the power battery mode, charging status, power battery heating request status, and cabin heating demand status.

[0132] When it is determined that the motor stall heating should be activated, the electronic climate control system requests the vehicle controller to activate the motor stall heating.

[0133] The vehicle controller determines whether it can enter the motor stall heating state based on the vehicle's high voltage status, vehicle speed, vehicle gear, and power battery fast charging status. If the conditions are met, it sends a torque control and motor stall heating request to the rear motor controller.

[0134] After receiving the request from the vehicle controller, the rear motor controller determines whether it can enter the stall heating state. If the conditions are met, it enters the stall heating state.

[0135] This avoids the problem of the drive motor stalling and failing to heat up due to unstable voltage caused by the disconnection of the power battery relay during the preheating stage of fast charging.

[0136] In addition, this embodiment also provides a vehicle heating control system. This system includes a Vehicle Central Control Module (VCCM), a Battery Management System (BMS), a Rear Motor Control Unit (RMCU), and an Integrated Electronic Brake Module (IEBM). The VCCM includes an Electronic Climate Control System (ECC) and a Vehicle Control Unit (VCU).

[0137] like Figure 4 The diagram illustrates an optional heating control system, highlighting the signal transmission of its various modules. The battery management controller feeds back battery mode, charging status, and heating requests to the electronic climate control system. The electronic climate control system transmits motor stall heating requests to the vehicle controller, and the electronic braking integrated module transmits vehicle speed, speed validity, and gear position to the vehicle controller. The vehicle controller feeds back the gear position to the electronic climate control system. The vehicle controller can also transmit motor mode requests and motor stall heating requests to the rear motor controller and receive motor mode and stall heating status from the rear motor controller. The rear motor controller can also feed back the stall heating status and stall heating power to the electronic climate control system.

[0138] The heating control method and control system of this embodiment are explained using the example of a stationary vehicle in P gear, with the fast charging gun inserted and in fast charging mode.

[0139] In the fast charging scenario, when the vehicle is stationary and both the power battery and the cabin have heating needs, and the power battery is in a preheating state, the ECC can control the PTC to heat both the power battery and the cabin simultaneously.

[0140] Specifically, the BMS sends the power battery mode, charging status, and power battery heating request status to the ECC.

[0141] ECC can determine whether the power battery is in fast charging mode and needs heating in the preheating stage based on the power battery's power battery mode (BMS_St_BatteryMode), such as the charging mode indicated by the 0x4:DCCharge code, the charging state indicated by the 0x5:Heating code, and the power battery heating request state indicated by the 0x1:Request code.

[0142] Therefore, the ECC can control the PTC to heat both the power battery and the cabin simultaneously.

[0143] Furthermore, the ECC continuously monitors the power battery's power battery mode, charging status, and power battery heating request status. When the power battery's charging status code changes to 0x3:Charging, indicating charging and heating coordination, while other states remain unchanged, it can be considered that the power battery has entered the phase of simultaneous charging and heating, and the ECC can initiate a motor stall heating request to the VCU.

[0144] After receiving the ECC motor stall heating request, the VCU determines whether the vehicle speed is ≤3km / h and the vehicle speed is valid (e.g., confirmed by the code ESC_VehiclSpeedInvalid=0x1: Valid), whether the vehicle gear is in P gear and the vehicle gear is valid (e.g., confirmed by the code VCU1_F_ActualGear=0x1: Valid), and whether the power battery is in DC charging state (e.g., confirmed by the code BMS5_St_DCCharge=0x1: Charging). Then, it sends a rear motor controller mode request and a motor stall heating mode request to the RMCU.

[0145] After receiving the motor controller mode and stall heating request from the VCU, the RMCU switches the rear drive motor controller mode to torque control mode and the rear motor stall heating mode to heating mode.

[0146] When the power battery changes from a charging state to a charging state, and no heating is required, while other states remain unchanged, it means that the power battery has entered the charging stage. The ECC can then send a signal to the VCU to stop the motor stall heating demand and control the PTC to stop supplying heat to the power battery.

[0147] After the VCU receives the ECC motor stall heating request to stop, it sends a request to the RMCU to switch to standby mode and change the motor stall heating mode request to no request mode.

[0148] After receiving the changes in motor controller mode and stall heating request from the VCU, the RMCU switches the rear drive motor controller mode to torque control mode to standby state and switches the rear motor stall heating mode to heating mode to no-request state.

[0149] Alternatively, in a fast-charging scenario where the vehicle is stationary, if both the power battery and the cabin have heating needs, and the power battery is in a state of charging and heating simultaneously, the ECC can control the PTC to prioritize heating the cabin, use the remaining power to heat the power battery, and request the motor to enter a stall heating state.

[0150] Specifically, the BMS sends the power battery mode, charging status, and power battery heating request status to the ECC.

[0151] ECC determines that the power battery is in fast charging mode, requires heating, and is in a phase of charging and heating simultaneously, based on the power battery's power battery mode, such as the charging mode indicated by the 0x4: DC Charge code, the charging status indicated by the 0x3: Charging code, and the power battery heating request status, such as the heating request indicated by the 0x1: Request code.

[0152] Therefore, the ECC can control the PTC to prioritize heating the cabin, use the remaining power to heat the power battery, and initiate the motor stall heating demand to the VCU.

[0153] After receiving the motor stall heating request from the ECC, the VCU determines whether the vehicle speed is ≤3km / h and the vehicle speed is valid (e.g., confirmed by the code ESC_VehiclSpeedInvalid=0x1: Valid), whether the vehicle gear is in P gear and the vehicle gear is valid (e.g., confirmed by the code VCU1_F_ActualGear=0x1: Valid), and whether the power battery is in DC charging state (e.g., confirmed by the code BMS5_St_DCCharge= 0x1: Charging). Then, it sends a rear motor controller mode request and a motor stall heating mode request to the RMCU.

[0154] After receiving the motor controller mode and stall heating request from the VCU, the RMCU switches the rear drive motor controller mode to torque control mode and the rear motor stall heating mode to heating mode.

[0155] When the power battery changes from a charging state to a charging state, and no heating is required, while other states remain unchanged, it means that the power battery has entered the charging stage. The ECC can then send a signal to the VCU to stop the motor stall heating demand and control the PTC to stop supplying heat to the power battery.

[0156] After the VCU receives the ECC motor stall heating request to stop, it sends a request to the RMCU to switch to standby mode and change the motor stall heating mode request to no request mode.

[0157] After receiving the changes in motor controller mode and stall heating request from the VCU, the RMCU switches the rear drive motor controller mode to torque control mode to standby state and switches the rear motor stall heating mode to heating mode to no-request state.

[0158] It should be noted that the user information (including but not limited to user device information, account information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0159] According to an embodiment of this application, a heating control device for a vehicle is provided. It should be noted that the device can be used to execute the heating control method for the vehicle described above. Figure 5 This is a schematic diagram of a vehicle heating control device according to an embodiment of this application, as shown below. Figure 5 As shown, the device includes:

[0160] The acquisition module 50 is used to acquire the charging status of the power battery in the vehicle in response to the vehicle being in fast charging mode and upon receiving a power battery heating request and a cabin heating request.

[0161] The determining module 52 is used to determine the heating mode of the vehicle based on the charging state, wherein the heating mode includes at least one of the following: motor stall heating mode and heater heating mode.

[0162] Control module 54 is used to control vehicle heating based on heating mode.

[0163] Optionally, the determining module is also configured to: determine the vehicle's heating mode, including a heater heating mode, in response to the charging state being a preheating state; and determine the vehicle's heating mode, including a heater heating mode and a motor stall heating mode, in response to the charging state being a charging-heating coordinated state.

[0164] Optionally, the control module is also used to: control the vehicle's heaters to heat the power battery and cabin in response to heating modes, including heater heating modes.

[0165] Preferably, after controlling the vehicle's heater to heat the power battery and cabin, the control module is further configured to: generate a motor stall heating request in response to a change in the charging state from a preheating state to a charging-heating coordinated state, and the power battery temperature being lower than the target operating temperature; and control the motor in the vehicle to heat the power battery based on the motor stall heating request.

[0166] Optionally, the control module is also configured to: respond to the vehicle's heating mode being either heater heating mode or motor stall heating mode, based on heating priority, control the vehicle's heater to heat the power battery and cabin, and generate a motor stall heating request, wherein the heating priority of the power battery is lower than the heating priority of the cabin; and based on the motor stall heating request, control the motor in the vehicle to heat the power battery.

[0167] Optionally, the control module is also used to: obtain the first operating state of the vehicle and the second operating state of the power battery based on the motor stall heating request; determine whether to activate the motor stall heating mode based on the first operating state and the second operating state; and, if it is determined that the motor stall heating mode is activated, control the motor to enter the torque control mode and activate the motor stall heating function.

[0168] Optionally, the first operating state includes vehicle speed and gear position; the control module is also used to: determine to activate the motor stall heating mode when the vehicle speed is lower than a preset threshold, the gear position is a preset gear, and the second operating state is DC charging state.

[0169] Optionally, after controlling the motor in the vehicle to heat the power battery, the control module is further configured to: control the motor to exit the torque control mode and turn off the stall heating function in response to the charging state changing from the charging and heating coordinated state to the charging state; preferably, the control module is further configured to: stop the heater from heating the power battery.

[0170] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0171] This application also provides an electronic device 90, please refer to... Figure 6 It includes a memory 910 and a processor 920, wherein the memory 910 is used to store computer programs; and the processor 920 is used to execute the programs stored in the memory 910 to implement the methods in the various embodiments of this application.

[0172] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0173] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0174] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0175] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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.

[0180] 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.

[0181] 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 heating control method for a vehicle, characterized in that, include: In response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, the charging status of the power battery in the vehicle is obtained. Based on the charging status, the heating mode of the vehicle is determined, wherein the heating mode includes at least one of the following: motor stall heating mode and heater heating mode; The vehicle heating is controlled based on the heating mode.

2. The method according to claim 1, characterized in that, Based on the charging state, determining the heating mode of the vehicle includes: In response to the charging state being a preheating state, the heating mode of the vehicle is determined to include the heater heating mode; In response to the charging state being a charging-heating coordinated state, the heating mode of the vehicle is determined to include the heater heating mode and the motor stall heating mode.

3. The method according to claim 1, characterized in that, Based on the heating mode, control the vehicle heating, including: In response to the heating mode, including the heater heating mode, the vehicle's heater is controlled to heat the power battery and the cabin; Preferably, after controlling the vehicle's heater to heat the power battery and the cabin, the method further includes: In response to the change of the charging state from the preheating state to the charging and heating coordinated state, and the temperature of the power battery being lower than the target operating temperature, a motor stall heating request is generated. Based on the motor stall heating request, the motor in the vehicle is controlled to heat the power battery.

4. The method according to claim 1, characterized in that, Based on the heating mode, control the vehicle heating, including: In response to the vehicle's heating mode being either the heater heating mode or the motor stall heating mode, based on heating priority, the vehicle's heater is controlled to heat the power battery and the cabin, and a motor stall heating request is generated, wherein the heating priority of the power battery is lower than the heating priority of the cabin. Based on the motor stall heating request, the motor in the vehicle is controlled to heat the power battery.

5. The method according to claim 3 or 4, characterized in that, Based on the motor stall heating request, controlling the motor in the vehicle to heat the power battery includes: Based on the motor stall heating request, the first operating state of the vehicle and the second operating state of the power battery are obtained; Based on the first operating state and the second operating state, determine whether to activate the motor stall heating mode; When the motor stall heating mode is activated, the motor is controlled to enter torque control mode, and the motor stall heating function is activated.

6. The method according to claim 5, characterized in that, The first operating state includes vehicle speed and gear; based on the first operating state and the second operating state, determining whether to activate the motor stall heating mode includes: When the vehicle speed is below a preset threshold, the gear is a preset gear, and the second operating state is DC charging state, the motor stall heating mode is activated.

7. The method according to claim 5, characterized in that, After controlling the motor in the vehicle to heat the power battery, the method further includes: In response to the change of the charging state from the charging and heating coordinated state to the charging state, the motor is controlled to exit the torque control mode and the stall heating function is turned off; Preferably, the method further includes: Stop the heater from heating the power battery.

8. A vehicle heating control system, characterized in that, include: The power battery management module is connected to the central control module. In response to the vehicle being in fast charging mode, upon receiving a power battery heating request and a cabin heating request, it sends the charging status of the power battery in the vehicle to the central control module. The central control module determines the heating mode of the vehicle based on the charging status, and controls the vehicle heating based on the heating mode, wherein the heating mode includes at least one of the following: motor stall heating mode and heater heating mode.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 7.

Images