Vehicle control method and vehicle

Abstract

Provided in the present invention are a vehicle control method and a vehicle. The vehicle control method comprises: receiving a pulse heating function starting request; when an activation condition is satisfied, controlling a rotor of a three-phase motor to move until the direct-axis direction is consistent with the axial direction of a stator winding corresponding to a set phase bridge arm among three-phase bridge arms of a motor controller; and controlling six power switches of the three-phase bridge arms, so as to alternately carry out an energy storage process on three-phase stator windings corresponding to the three-phase bridge arms by a power battery and a charging process on the power battery by the three-phase stator windings using the stored energy, said three-phase bridge arms consisting of a first target bridge arm and a second target bridge arm, during the energy storage process, controlling both an upper bridge arm switch of the first one among the first target bridge arm and the second target bridge arm and a lower bridge arm switch of the second one among same to be connected, and controlling the other power switches to be disconnected, and during the charging process, controlling all the six power switches to be disconnected, the one having fewer bridge arms among the first target bridge arm and the second target bridge arm being the set phase bridge arm.

Description

Vehicle control method and vehicle Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method and a vehicle. Background Art

[0002] The charge and discharge performance of a power battery directly impacts vehicle performance. However, in low-temperature environments, the continuous output current capability of a power battery is significantly reduced. To improve power battery performance, some technologies employ pulse heating. Based on the stator windings of a three-phase motor and the motor controller circuit, the three-phase bridge arms and three-phase windings are connected synchronously in parallel by controlling two of the phases. The motor control module of the motor controller outputs drive signals to the target upper and lower bridge arm switch modules to periodically turn them on and off, and to control the disconnection of other power switches. When the target upper and lower bridge arm switch modules are on, the power battery discharges and stores energy in the three-phase windings. When the target upper and lower bridge arm switch modules are off, the three-phase windings discharge and charge the power battery. This creates a high-frequency pulse current across the power battery, leveraging the relatively high internal resistance of the power battery in low-temperature environments to generate heat and increase temperature.

[0003] In this case, it is necessary to frequently perform on-off control on the IGBTs (Insulated Gate Bipolar Transistors) of the power switches in the target upper-arm switch module and the target lower-arm switch module. Specifically, it is necessary to determine a preset direct-axis current and a preset quadrature-axis current (generally, the preset quadrature-axis current is zero) according to the heating demand, decouple the preset direct-axis current and the preset quadrature-axis current to obtain a preset direct-axis voltage and a preset quadrature-axis voltage, perform an inverse Park transform on the preset direct-axis voltage and the preset quadrature-axis voltage in combination with the position signal of the motor rotor, and transform from the dq rotating coordinate system to the αβ stationary coordinate system to obtain the α-axis voltage vector Uα and the β-axis voltage vector Uβ, and then use the space vector transformation method to decompose the α-axis voltage vector Uα and the β-axis voltage vector Uβ to obtain components on two basic voltage vectors (according to the switch combination of the six power switches of the three-phase bridge arm, in addition to the two zero voltage vectors formed by fully open and fully closed, there are 6 basic voltage vectors. In the αβ stationary coordinate system, the sum vector of the α-axis voltage vector Uα and the β-axis voltage vector Uβ can be decomposed into components of two adjacent basic voltage vectors). Finally, the required action time of the two basic voltage vectors is calculated, and the control signal of the three-phase bridge arm of the controller of the three-phase motor is generated accordingly, that is, the control signal for each IGBT is generated. It can be seen that, on the one hand, during the pulse heating process, complex calculations need to be performed according to the position of the motor rotor, which requires a large amount of calculation. On the other hand, two basic voltage vectors are needed to jointly meet the needs of the combined vector of the α-axis voltage vector Uα and the β-axis voltage vector Uβ. There is a certain loss, and the efficiency of pulse heating needs to be improved, which affects the pulse heating performance of the power battery and the performance of the vehicle in low temperature environments.

[0004] Summary of the Invention

[0005] The present invention aims to solve at least one aspect of the above problems to a certain extent.

[0006] In a first aspect, the present invention provides a vehicle control method, comprising:

[0007] Receive a request to start the pulse heating function;

[0008] When the activation condition is met, the rotor of the three-phase motor is controlled to move until the axial direction of the direct axis is consistent with the axial direction of the stator winding corresponding to the set phase bridge arm in the three-phase bridge arm of the motor controller;

[0009] The six power switches of the three-phase bridge arm are controlled to alternately perform a process of storing energy of the three-phase stator winding corresponding to the three-phase bridge arm by the power battery and a process of charging the power battery by the three-phase stator winding using the stored energy; the three-phase bridge arm is composed of a first target bridge arm and a second target bridge arm. During the energy storage process, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off. During the charging process, the six power switches are controlled to be turned off; wherein, the one with the smaller number of bridge arms among the first target bridge arm and the second target bridge arm is the set phase bridge arm.

[0010] Optionally, controlling the six power switches of the three-phase bridge arm includes:

[0011] The six power switches are controlled alternately according to the first control, the second control, the third control and the fourth control; during the first control, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off; during the third control, the lower bridge arm switch of the first target bridge arm and the upper bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off; during the second control and the fourth control, all six power switches are controlled to be turned off.

[0012] Optionally, controlling the six power switches of the three-phase bridge arm includes:

[0013] Acquiring a current internal resistance of the power battery, and searching a first preset correspondence relationship based on the current internal resistance to obtain a switching frequency request value and a direct-axis voltage request value corresponding to the current internal resistance;

[0014] generating pulse width modulation signals for the six power switches according to the switching frequency request value and the direct-axis voltage request value;

[0015] The six power switches are controlled to be turned on and off according to the pulse width modulation signal.

[0016] Optionally, before generating the pulse width modulation signals of the six power switches according to the switching frequency request value and the direct-axis voltage request value, controlling the six power switches of the three-phase bridge arm further includes:

[0017] Obtaining a heating gear request value and an SOC value of the power battery; and searching, based on the heating gear request value and the SOC value, in a second preset correspondence relationship to obtain a switching frequency adjustment coefficient and a direct-axis voltage adjustment coefficient corresponding to the heating gear request value and the SOC value;

[0018] The switching frequency request value is updated according to the switching frequency adjustment coefficient and the switching frequency request value; and the direct-axis voltage request value is updated according to the direct-axis voltage adjustment coefficient and the direct-axis voltage request value.

[0019] Optionally, before generating the pulse width modulation signals of the six power switches according to the switching frequency request value and the direct-axis voltage request value, controlling the six power switches of the three-phase bridge arm further includes:

[0020] obtaining overtemperature information of the motor controller and the three-phase motor, and when it is determined according to the overtemperature information that the motor controller or the three-phase motor is in an overtemperature state, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value as the direct-axis voltage request value;

[0021] and / or, obtaining overcurrent information of the motor controller and the three-phase motor, and when it is determined according to the overcurrent information that the motor controller or the three-phase motor is in an overcurrent state, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value as the direct-axis voltage request value;

[0022] And / or, obtaining NVH decibels of the vehicle, and when the NVH decibels exceed a preset value, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value as the direct-axis voltage request value.

[0023] Optionally, the activation condition includes one or more of the following:

[0024] The three-phase motor meets the first condition for pulse heating.

[0025] The power battery meets the second condition for pulse heating;

[0026] The first condition includes that the three-phase motor is in a non-set fault state, the set fault includes a fault in which the three-phase motor cannot output torque, and the set fault also includes a fault in which the three-phase stator winding of the three-phase motor cannot be charged or discharged;

[0027] The second condition includes one or more of the following:

[0028] The SOC value of the power battery is greater than or equal to a preset SOC value;

[0029] The lowest temperature of the power battery cell is less than or equal to the preset lowest temperature;

[0030] The temperature difference of the power battery cells is less than or equal to the preset temperature difference;

[0031] The internal resistance of the power battery is greater than or equal to a preset internal resistance;

[0032] The power battery is in a state capable of high voltage power supply and instantaneous charge and discharge.

[0033] Optionally, the activation condition further includes: the operating state of the vehicle satisfies a third condition for pulse heating; the third condition includes one or more of the following:

[0034] The transmission of the vehicle is in P gear;

[0035] The speed of the vehicle is less than a preset speed;

[0036] The parking system of the vehicle is in a parking state;

[0037] The vehicle is neither in the process of discharging externally nor in the process of charging.

[0038] Optionally, the vehicle control method further includes:

[0039] When a pulse heating function termination request is received or the operating state of the vehicle meets the pulse heating function termination condition, the control of the six power switches is terminated.

[0040] In the second aspect, the present invention provides a vehicle, comprising a motor controller, a battery controller and a control unit; the motor controller comprises a motor control module and a three-phase bridge arm, the upper end of the three-phase bridge arm is connected to the positive pole of the power battery, and the lower end is connected to the negative pole of the power battery, the midpoints of the three-phase bridge arm are respectively connected to the three-phase stator windings of the three-phase motor, the control ends of the six power switches of the three-phase bridge arm are connected to the motor control module, the control unit is respectively connected to the motor controller and the battery controller, and the control unit is used to implement the vehicle control method as described in the first aspect above.

[0041] Optionally, the vehicle controller is connected to the vehicle's multimedia interaction system and receives a request to turn on the pulse heating function through the multimedia interaction system, and / or the vehicle controller is connected to the vehicle's antenna module and receives a request to turn on the pulse heating function from a remote client through the antenna module.

[0042] Compared to related prior art, in the vehicle control method and vehicle of the present invention, when activation conditions are met, the rotor of the three-phase motor is controlled to move until the direct axis aligns with the axial direction of the stator winding corresponding to the set phase bridge arm in the three-phase bridge arm of the motor controller, and the six power switches of the three-phase bridge arm are controlled to alternately perform energy storage and charging processes. Specifically, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be open, and the other power switches are controlled to be open to enable the power battery to store energy in the three-phase stator winding corresponding to the three-phase bridge arm; and the six power switches are controlled to be open to enable the three-phase stator winding to charge the power battery using the stored energy, thereby performing pulse heating on the power battery. Moreover, the one with fewer bridge arms among the first target bridge arm and the second target bridge arm is the set phase bridge arm, so that in the process of performing calculations according to the current required for pulse heating to generate control signals for the six power switches, only the basic voltage vector corresponding to "the upper bridge arm switch of the set phase bridge arm and the lower bridge arm switches of the other phase bridge arms are turned on and the other power switches are turned off" (for example, the basic voltage vector V1 (100)), or the basic voltage vector corresponding to "the lower bridge arm switch of the set phase bridge arm and the upper bridge arm switches of the other phase bridge arms are turned on and the other power switches are turned off" (for example, the basic voltage vector V4 (011)) can meet the voltage vector requirements in the corresponding αβ stationary coordinate system. On the one hand, it can reduce the amount of calculation of voltage vector control in the pulse heating process to a certain extent, reduce the computing power requirements, reduce the computing power requirements for the control unit, and reduce costs. On the other hand, the corresponding space voltage vector requirements can be met by relying on only a single basic voltage vector, without relying on two basic voltage vectors to meet this requirement, thereby reducing energy consumption to a certain extent, ensuring the pulse heating efficiency of the battery of the vehicle under low temperature conditions, and improving the vehicle's performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] FIG1 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0044] FIG2 is a flow chart of a vehicle control method according to another embodiment of the present invention;

[0045] FIG3 is a schematic diagram of current flow at a certain time during the first control in an embodiment of the present invention;

[0046] FIG4 is a schematic diagram of current flow at a certain time during the second control in an embodiment of the present invention;

[0047] FIG5 is a schematic diagram of current flow at a certain time during the third control in an embodiment of the present invention;

[0048] FIG6 is a schematic diagram of current flow at a certain time during the fourth control in an embodiment of the present invention;

[0049] 7 is a sine wave control image of the direct-axis voltage and the quadrature-axis voltage over time within a control cycle in an embodiment of the present invention;

[0050] FIG8 is a sinusoidal wave control image of the direct-axis current and the quadrature-axis current over time within a control cycle in an embodiment of the present invention;

[0051] FIG9 is an image showing changes in three-phase winding current over time within a control cycle in an embodiment of the present invention;

[0052] FIG10 is an image showing changes in bus current over time within a control cycle in an embodiment of the present invention;

[0053] Figure 11 shows the six basic voltage vectors used in space vector transformation.

[0054] Explanation of the accompanying figures: 1-motor controller; 11-motor control module; 2-three-phase motor; 3-vehicle controller; 4-power battery; 5-supercapacitor. DETAILED DESCRIPTION

[0055] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0056] In the description of the present invention, it should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0057] Throughout this specification, reference to terms such as "an embodiment," "one embodiment," "some embodiments," "exemplarily," and "one embodiment" means that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or embodiment are included in at least one embodiment or embodiment of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or embodiment. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or embodiments.

[0058] The terms "first," "second," etc. are used for descriptive purposes only and should not be understood to indicate or imply relative importance or to implicitly specify the quantity of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one of the features.

[0059] An embodiment of the present invention provides a vehicle control method, which is used for a vehicle.

[0060] As shown in Figure 3, in this embodiment, the vehicle may include a motor controller 1, a battery controller and a control unit; the motor controller 1 includes a motor control module 11 and a three-phase bridge arm, the upper end of the three-phase bridge arm is connected to the positive pole of the power battery 4, and the lower end is connected to the negative pole of the power battery 4. The midpoints of the three-phase bridge arm are respectively connected to the three-phase stator windings of the three-phase motor 2, the control ends of the six power switches of the three-phase bridge arm are connected to the motor control module 11, and the control unit is respectively connected to the motor controller 1 and the battery controller.

[0061] Specifically, the control ends of the six power switches are respectively connected to the six control output ends of the motor control module 11, and the motor speed signal output end and the motor rotor position signal output end of the three-phase motor 2 are respectively connected to the two signal acquisition ends of the motor control unit, which can adopt relevant existing technologies. The three-phase bridge arm is respectively an A-phase bridge arm, a B-phase bridge arm and a C-phase bridge arm (not shown in the figure), the A-phase bridge arm includes an upper bridge arm switch S1 and a lower bridge arm switch S4, the B-phase bridge arm includes an upper bridge arm switch S2 and a lower bridge arm switch S5, and the C-phase bridge arm includes an upper bridge arm switch S3 and a lower bridge arm switch S6. The midpoints of the A-phase bridge arm, the B-phase bridge arm and the C-phase bridge arm are respectively connected to the U-phase stator winding L1, the V-phase stator winding L2 and the W-phase stator winding L3. The motor controller 1 can also include a supercapacitor 5, which is connected in parallel with the three-phase bridge arm.

[0062] As shown in FIG1 , the vehicle control method includes:

[0063] Step S1, receiving a request to start a pulse heating function;

[0064] Step S2: When the activation condition is met, the rotor of the three-phase motor 2 is controlled to move until the axial direction of the direct axis is consistent with the axial direction of the stator winding corresponding to the set phase bridge arm in the three-phase bridge arm of the motor controller 1;

[0065] Step S3, controlling the six power switches of the three-phase bridge arm to alternately perform the energy storage process of the three-phase stator winding corresponding to the three-phase bridge arm by the power battery 4 and the charging process of the three-phase stator winding using the stored energy to the power battery 4; the three-phase bridge arm is composed of a first target bridge arm and a second target bridge arm. During the energy storage process, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off. During the charging process, all six power switches are controlled to be turned off; among them, the one with the smaller number of bridge arms among the first target bridge arm and the second target bridge arm is the set phase bridge arm.

[0066] Specifically, the control unit controls the motor controller 1 to send instructions for executing the pulse heating function to, for example, the motor control module 11 of the motor controller 1, thereby controlling the six power switches through the motor control module 11. The method for receiving the pulse heating function activation request and the method for determining whether the activation conditions are met can both adopt related technologies.

[0067] In this specification, the following description uses the example where the first target bridge arm includes only the A-phase bridge arm, and the second target bridge arm includes the B-phase bridge arm and the C-phase bridge arm. In this case, the bridge arm is set to the A-phase bridge arm. However, the present invention is not limited to this. For example, the first target bridge arm may include the A-phase bridge arm and the C-phase bridge arm, and in this case, the second target bridge arm includes the B-phase bridge arm. This will not be described in detail later.

[0068] FIG11 shows the six basic voltage vectors used in space vector transformation, where Vref is the resultant vector of the α-axis voltage vector Uα and the β-axis voltage vector Uβ. If the resultant vector Vref is located in segment I of FIG1 , it has two component vectors in the direction of the basic voltage vectors, V1 (110) and V2 (110). Here, V1 (100) indicates that the upper arm switch S1 of the A-phase bridge arm is turned on (IGBT is turned on), the lower arm switch S5 of the B-phase bridge arm and the lower arm switch S6 of the C-phase bridge arm are turned on, and the other power switches are turned off; V2 (110) indicates that the upper arm switch S1 of the A-phase bridge arm is turned on (IGBT is turned on), the upper arm switch S2 of the B-phase bridge arm is turned on, the lower arm switch S6 of the C-phase bridge arm is turned on, and the other power switches are turned off.

[0069] Specifically, in step S2, the rotor of the three-phase motor 2 is controlled to move until the direct axis aligns with the axis of the U-phase stator winding L1. The control unit implements this step via the motor control module 11. The subsequent pulse heating process proceeds without changing the rotor position. The direct axis and α-axis are aligned with the axis of the U-phase stator winding, and the quadrature axis and β-axis are aligned. Subsequently, an inverse Park transform is performed on the direct axis voltage request value and the preset quadrature axis voltage (which is generally zero). When the α-axis voltage vector Uα and the β-axis voltage vector Uβ are obtained, only the α-axis voltage vector Uα is present, while the β-axis voltage vector Uβ is zero. Only one basic voltage vector is needed to improve the requirements of the α-axis voltage vector Uα and the β-axis voltage vector Uβ. Specifically, the basic voltage vector is consistent with the α-axis voltage vector Uα. On the one hand, it can reduce the amount of calculation of the voltage vector control during the pulse heating process to a certain extent, reduce the computing power requirements, reduce the computing power requirements for the control unit, and reduce costs. On the other hand, only a single basic voltage vector can be used to meet the corresponding spatial voltage vector requirements, without relying on two basic voltage vectors to meet this requirement, thereby reducing energy consumption to a certain extent.

[0070] If the axial direction of the direct axis does not coincide with the axis of the stator winding of any phase, when the resultant vector Vref has component vectors in the directions of two basic voltage vectors, such as the situation shown in FIG11 , the duty cycles of the control signals of the upper arm switch S1 and the upper arm switch S2 will be different, resulting in a certain amount of internal friction in the current of the three-phase winding, and thus a certain amount of energy consumption.

[0071] Thus, in the present invention, when the activation conditions are met, the rotor of the three-phase motor 2 is controlled to move until the axial direction of the direct axis is consistent with the axial direction of the stator winding corresponding to the set phase bridge arm in the three-phase bridge arm of the motor controller 1, and the six power switches of the three-phase bridge arm are controlled to alternately perform the energy storage process and the charging process. Specifically, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be open, and the other power switches are controlled to be disconnected to perform the energy storage process of the three-phase stator winding corresponding to the three-phase bridge arm by the power battery 4; the six power switches are controlled to be disconnected to perform the charging process of the three-phase stator winding using the stored energy to the power battery 4, thereby performing pulse heating on the power battery 4. Moreover, the one with the smaller number of bridge arms among the first target bridge arm and the second target bridge arm is the set phase bridge arm, so that in the process of performing calculations according to the current required for pulse heating to generate control signals for the six power switches, only the basic voltage vector corresponding to "the upper bridge arm switch of the set phase bridge arm and the lower bridge arm switches of the other phase bridge arms are turned on and the other power switches are turned off" (for example, the basic voltage vector V1 (100)), or the basic voltage vector corresponding to "the lower bridge arm switch of the set phase bridge arm and the upper bridge arm switches of the other phase bridge arms are turned on and the other power switches are turned off" (for example, the basic voltage vector V4 (011)) can meet the vector requirements in the corresponding αβ stationary coordinate system. On the one hand, it can reduce the amount of calculation of voltage vector control in the pulse heating process to a certain extent, reduce the computing power requirements, reduce the computing power requirements for the control unit, and reduce costs. On the other hand, the corresponding space voltage vector requirements can be met by relying on only a single basic voltage vector, without relying on two basic voltage vectors to meet this requirement, thereby reducing energy consumption to a certain extent, ensuring the pulse heating efficiency of the battery of the vehicle under low temperature conditions, and improving the vehicle's performance.

[0072] In addition, by combining motor rotor positioning with phase current balancing control technology, the charging torque caused by the rotor initial position and motor structure asymmetry can be eliminated, and the torque acting on the motor rotor is almost zero, thereby suppressing the noise or vibration of the three-phase motor 2 during the pulse heating process.

[0073] It should be noted that the IGBT's switching process is primarily controlled by the gate voltage. Due to the parasitic capacitance between the gate and emitter, the current change rate differs when the IGBT is turned on and off. Specifically, the current changes rapidly when the IGBT is turned on (this process is the process of the power battery storing energy in the three-phase winding), and changes slowly when the IGBT is turned off (this process is the process of the three-phase winding charging the power battery). As a result, when a high-frequency pulse signal with a 50% duty cycle is applied to the IGBT, the energy stored in the three-phase winding cannot be fully released and will accumulate until the next energy storage process. Although this problem is currently minimized by reducing the duty cycle, cumulative errors still exist, which can easily lead to current creep, increasing phase currents, and even overcurrent faults. Furthermore, reducing the duty cycle can cause a decrease in current amplitude, thereby affecting the power battery's heating performance. Furthermore, this control method causes some IGBTs in the target upper and lower arm switch modules to switch on and off at a high frequency, which can easily cause device damage, affecting the power battery's pulse heating performance, and affecting the vehicle's performance in low-temperature environments.

[0074] To solve this problem, the present invention further improves the specific steps of pulse heating. Specifically, in step S3, controlling the six power switches of the three-phase bridge arm includes:

[0075] The six power switches are controlled alternately according to the first control, the second control, the third control and the fourth control; during the first control, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off; during the third control, the lower bridge arm switch of the first target bridge arm and the upper bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off; during the second control and the fourth control, all six power switches are controlled to be turned off.

[0076] As shown in Figure 3, this corresponds to a certain time during the first control. At this time, the upper arm switch S1 of the A-phase bridge arm, the lower arm switch S5 of the B-phase bridge arm, and the lower arm switch S6 of the C-phase bridge arm are turned on, while the lower arm switch S4 of the A-phase bridge arm, the upper arm switch S2 of the B-phase bridge arm, and the upper arm switch S3 of the C-phase bridge arm are turned off. Current flows from the positive electrode of power battery 4, passes through upper arm switch S1, and flows into U-phase stator winding L1. Current then splits into two parallel paths: the first path flows out of motor controller 1 through V-phase stator winding L2 and lower arm switch S5, and the second path flows out of motor controller 1 through W-phase stator winding L3 and lower arm switch S6. Both the first and second paths ultimately flow into the negative electrode of power battery 4. Under this first control, power battery 4 performs a first energy storage process for U-phase stator winding L1, V-phase stator winding L2, and W-phase stator winding L3.

[0077] As shown in Figure 4, this corresponds to a certain time during the second control. At this time, the upper arm switch S1 and the lower arm switches S5 and S6 are disconnected, while the lower arm switch S4 and the upper arm switches S2 and S3 remain disconnected. In other words, the upper arm switches S1, S2, S3 and the lower arm switches S4, S5, and S6 are all disconnected. Due to the characteristics of inductance, the current direction in the U-phase stator winding L1, the V-phase stator winding L2, and the W-phase stator winding L3 does not change immediately. The current flowing out of the V-phase stator winding L2 flows out of the motor controller 1 through the freewheeling diode of the upper arm switch S2. The current flowing out of the W-phase stator winding L3 flows out of the motor controller 1 through the freewheeling diode of the upper arm switch S3, then flows into the positive electrode of the power battery 4. After flowing out of the negative electrode of the power battery 4, it flows into the U-phase stator winding L1 through the freewheeling diode of the lower arm switch S4, thus forming a freewheeling circuit. Under this second control, the current on the power battery 4 flows into the positive pole and flows out of the negative pole, that is, the direction of the current flowing through the power battery 4 is opposite to that of the first energy storage process, and the U-phase stator winding L1, the V-phase stator winding L2, and the W-phase stator winding L3 perform the first charging process on the power battery 4.

[0078] As shown in Figure 5, this corresponds to a certain time during the third control. At this time, the lower arm switch S4 and the upper arm switches S2 and S3 are turned on, while the upper arm switch S1 and the lower arm switches S5 and S6 remain turned off. After flowing out of the positive electrode of the power battery 4, the current is divided into two parallel paths. The first path flows through the upper arm switch S2 and the V-phase stator winding L2, and the second path flows through the upper arm switch S3 and the W-phase stator winding L3. After the first and second paths merge, they flow out of the motor controller 1 through the U-phase stator winding L1 and the lower arm switch S4, and finally flow into the negative electrode of the power battery 4. Under this third control, the power battery 4 performs the second energy storage process on the U-phase stator winding L1, the V-phase stator winding L2, and the W-phase stator winding L3.

[0079] As shown in Figure 6, this corresponds to a certain time during the fourth control. At this time, the lower bridge arm switch S4 and the upper bridge arm switches S2 and S3 are disconnected, while the upper bridge arm switch S1 and the lower bridge arm switches S5 and S6 remain disconnected. In other words, all six power switches are disconnected. The direction of the current in the U-phase stator winding L1, V-phase stator winding L2, and W-phase stator winding L3 does not change immediately. The current flowing out of the U-phase stator winding L1 flows out of the motor controller 1 through the freewheeling diode of the upper bridge arm switch S1, then flows into the positive electrode of the power battery 4. After flowing out from the negative electrode of the power battery 4, it splits into two parallel paths. The first path flows through the freewheeling diode of the lower bridge arm switch S5 and the V-phase stator winding L2, and the second path flows through the freewheeling diode of the lower bridge arm switch S6 and the W-phase stator winding L3. The first and second paths merge into the U-phase stator winding L1, thus forming a freewheeling circuit. Under this fourth control, the current on the power battery 4 flows into the positive pole and flows out of the negative pole, that is, the direction of the current flowing through the power battery 4 is opposite to that of the second energy storage process, and the U-phase stator winding L1, the V-phase stator winding L2, and the W-phase stator winding L3 perform the second charging process on the power battery 4.

[0080] Thus, during the first control, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off, and the power battery 4 performs the first energy storage process on the three-phase stator winding. During the second control, all switches are turned off, and the three-phase stator winding uses the stored energy to perform the first charging process on the power battery 4. The first energy storage process and the first charging process together constitute the first energy storage charging process. During the third control, the lower bridge arm switch of the first target bridge arm and the upper bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off. The power battery 4 performs a second energy storage process on the three-phase stator winding. At this time, the current flow direction in the three-phase stator winding is opposite to the current flow direction in the three-phase stator winding during the first control. During the fourth control, all switches are disconnected, and the three-phase stator winding uses the stored energy to perform a second charging process on the power battery 4. The second energy storage process and the second charging process together constitute the second energy storage charging process. The six power switches of the three-phase bridge arm are alternately controlled according to the first control, the second control, the third control and the fourth control. Each cycle will experience a first energy storage charging process and a second energy storage charging process. Energy storage charging process, and in the first energy storage charging process and the second energy storage charging process, the direction of current in the three-phase stator winding is opposite. If there is residual current in the previous energy storage charging process due to reasons such as unreasonable duty cycle setting or control error, the current in the opposite direction generated by the subsequent energy storage charging process can be used to eliminate the adverse effects of the residual current in the previous energy storage charging process to a certain extent, avoiding the accumulation of electric energy to cause current climbing, and avoiding the phase current of the stator winding being too large to cause an overcurrent fault, which is beneficial to ensuring the pulse heating performance; and this method can, to a certain extent, avoid relying entirely on a relatively small duty cycle to avoid residual current, and is beneficial to using a relatively large duty cycle to increase the current amplitude when the switching frequency is constant, thereby increasing the pulse heating rate and improving the pulse heating performance; in addition, each cycle, the power battery 4 performs two discharge and charging cycles, and each power switch only needs to turn on and off one side, which can reduce the switching frequency of the power switch, which is beneficial to increasing the service life of the power switch and improving the pulse heating performance, thereby improving the vehicle's performance in low temperature environments.

[0081] Optionally, controlling the six power switches of the three-phase bridge arm includes:

[0082] Obtaining the current internal resistance of the power battery 4, and searching the first preset corresponding relationship according to the current internal resistance to obtain a switching frequency request value and a direct-axis voltage request value corresponding to the current internal resistance;

[0083] generating pulse width modulation signals for six power switches according to a switching frequency request value and a direct-axis voltage request value;

[0084] The on and off of the six power switches are controlled according to the pulse width modulation signal.

[0085] Specifically, the pulse width modulation signals of the six power switches are generated according to the switching frequency request value and the direct axis voltage request value, including:

[0086] According to the motor rotor position signal, the direct-axis voltage request value and the preset quadrature-axis voltage are subjected to Park inverse transformation to obtain the α-axis voltage vector Uα and the β-axis voltage vector Uβ; wherein the preset quadrature-axis voltage is zero.

[0087] Generates a pulse signal according to the switching frequency request value.

[0088] The on-times of the six power switches are calculated based on the α-axis voltage vector Uα and the β-axis voltage vector Uβ. Combined with the switching frequency request value, the initial pulse width modulation signals of the six power switches are formed.

[0089] An AND operation is performed on the initial pulse width modulation signal and the pulse signal, and the result of the AND operation is used as the actual pulse width modulation signal of the six power switches.

[0090] This part can adopt relevant technologies, which will not be described in detail here.

[0091] The first preset correspondence can be a first preset correspondence table, which stores multiple current internal resistances determined through experiments, as well as the corresponding switching frequency request values ​​and direct-axis voltage request values. The switching frequency request value and direct-axis voltage request value corresponding to the current internal resistance are selected primarily based on factors such as heating efficiency during the experiments. The direct-axis voltage request value represents the voltage amplitude. It should be understood that the current internal resistance in the first preset correspondence can actually represent a range of internal resistances. For example, a greater current internal resistance corresponds to a greater switching frequency request value and a greater direct-axis voltage request value.

[0092] In this way, when the current internal resistance of the power battery 4 is different, the switching frequency request value and the direct-axis voltage request value that match the current internal resistance of the power battery 4 can be obtained according to the first preset correspondence of the pre-test, and the six power switches can be controlled accordingly, rather than using constant switching frequency request values ​​and direct-axis voltage request values ​​in any case. This is more in line with the actual situation of the power battery 4, and is conducive to improving the adaptability of the vehicle control method and the power battery 4, and improving the pulse heating performance.

[0093] The six power switches are controlled to be turned on and off according to the pulse width modulation signal, and the six power switches are controlled alternately according to the first control, the second control, the third control and the fourth control according to the pulse width modulation signal.

[0094] Optionally, before generating pulse width modulation signals for the six power switches according to the switching frequency request value and the direct-axis voltage request value, controlling the six power switches of the three-phase bridge arm further includes:

[0095] Obtaining a heating gear request value and an SOC value (SOC, i.e., the state of charge, used to reflect the remaining capacity of the power battery 4, with its nominal value defined as the ratio of the remaining capacity to the capacity of the power battery 4, usually expressed as a percentage) of the power battery 4; and searching a second preset correspondence relationship based on the heating gear request value and the SOC value to obtain a switching frequency adjustment coefficient and a direct-axis voltage adjustment coefficient corresponding to the heating gear request value and the SOC value;

[0096] The switching frequency request value is updated according to the switching frequency adjustment coefficient and the switching frequency request value; the direct-axis voltage request value is updated according to the direct-axis voltage adjustment coefficient and the direct-axis voltage request value.

[0097] Specifically, the product of the switching frequency adjustment coefficient and the switching frequency request value is updated to the switching frequency request value; and the product of the direct-axis voltage adjustment coefficient and the direct-axis voltage request value is updated to the direct-axis voltage request value.

[0098] The heating gear request value includes a first gear request value, a second gear request value, a third gear request value, etc. For example, when the SOC value of the power battery 4 is the same, the heating gear request value is the first gear request value, the second gear request value, and the third gear request value respectively, the switching frequency adjustment coefficient increases successively, the direct-axis voltage adjustment coefficient increases successively, and so on.

[0099] For example, when the heating gear request value is the same, the larger the SOC value of the power battery 4 is, the larger the corresponding switching frequency adjustment coefficient is, the larger the direct-axis voltage adjustment coefficient is, and so on.

[0100] In this way, after finding the switching frequency request value and the direct-axis voltage request value corresponding to the current internal resistance in the first preset correspondence according to the current internal resistance, the switching frequency request value and the direct-axis voltage request value can be adjusted according to the heating gear request value and the SOC value, that is, according to the heating demand and the remaining power of the power battery 4, so that the switching frequency request value and the direct-axis voltage request value finally used are more in line with the actual heating gear demand and the supportability of the remaining power, thereby improving the rationality of the pulse heating parameters.

[0101] In a further optional embodiment, the current internal resistance is obtained according to a first preset frequency and the corresponding switching frequency request value and direct-axis voltage request value are obtained accordingly; the heating gear request value and the SOC value of the power battery 4 are obtained according to a second preset frequency and the switching frequency request value and the direct-axis voltage request value are updated accordingly, and the first preset frequency is greater than or equal to the second preset frequency.

[0102] In this way, as the pulse heating time increases, the temperature of the power battery 4 will increase, and correspondingly, its current internal resistance will decrease. The current internal resistance is obtained at the first preset frequency, and the corresponding switching frequency request value and direct-axis voltage request value are derived accordingly. The switching frequency request value and direct-axis voltage request value are then updated at the second preset frequency, ultimately achieving more appropriate switching frequency request values ​​and direct-axis voltage request values. During the pulse heating process, the heating gear request value and the SOC value of the power battery 4 do not change frequently. Setting the first preset frequency to be greater than the second preset frequency can reduce the frequency of adjustment of the switching frequency adjustment coefficient and the direct-axis voltage adjustment coefficient.

[0103] Optionally, before generating pulse width modulation signals for the six power switches according to the switching frequency request value and the direct-axis voltage request value, controlling the six power switches of the three-phase bridge arm further includes one or more of the following three steps:

[0104] Obtain overtemperature information of the motor controller 1 and the three-phase motor 2. When it is determined that the motor controller 1 or the three-phase motor 2 is in an overtemperature state according to the overtemperature information, reduce the direct-axis voltage request value and update the reduced direct-axis voltage request value as the direct-axis voltage request value.

[0105] For example, the six power switches of the three-phase bridge arm of the motor controller 1 may overheat, affecting the use of the IGBT, such as its lifespan. The three-phase stator winding ends of the three-phase motor 2 may overheat, affecting the use of the three-phase motor 2. Whether the motor is in an overtemperature state is determined by testing. Reducing the direct-axis voltage request value can specifically be reducing the direct-axis voltage request value according to a proportional coefficient. For example, the direct-axis voltage request value determined in the previous step can be multiplied by a proportional coefficient (e.g., 0.8, 0.9, 0.95) and the product is updated as the direct-axis voltage request value. In this way, overtemperature operation can be avoided, thereby ensuring the safety of the vehicle and improving the stability of the vehicle.

[0106] Obtain overcurrent information of the motor controller 1 and the three-phase motor 2. When it is determined that the motor controller 1 or the three-phase motor 2 is in an overcurrent state based on the overcurrent information, reduce the direct-axis voltage request value and update the reduced direct-axis voltage request value to the direct-axis voltage request value.

[0107] For example, the six power switches of the three-phase bridge arm of the motor controller 1 may have overcurrent and affect the use of the IGBT, such as life, etc. The three-phase stator winding of the three-phase motor 2 may have overcurrent and affect the use of the three-phase motor 2. Whether it is in an overcurrent state is determined according to the test. For example, IGBT overcurrent can be understood as exceeding the amplitude of the current allowed to pass. Reducing the direct-axis voltage request value can specifically be reducing the direct-axis voltage request value according to a proportional coefficient, for example, multiplying the direct-axis voltage request value determined in the previous step by a proportional coefficient (for example, 0.8, 0.9, 0.95) and updating the product as the direct-axis voltage request value. In this way, overcurrent operation can be avoided, thereby ensuring the safety of the vehicle and improving the stability of vehicle use.

[0108] Optionally, before generating pulse width modulation signals for six power switches according to the switching frequency request value and the direct-axis voltage request value, alternately controlling the six power switches of the three-phase bridge arm of the motor controller 1 according to the first control, the second control, the third control and the fourth control also includes: obtaining the NVH (Noise, Vibration, Harshness) decibels of the vehicle, and when the NVH decibels exceeds a preset value, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value to the direct-axis voltage request value.

[0109] Specifically, the direct-axis voltage request value determined in the previous step is multiplied by a proportional coefficient (eg, 0.8, 0.9, 0.95) and the product is updated as the direct-axis voltage request value, thereby preventing the NVH decibel of the vehicle from being too high and affecting its use.

[0110] Figure 7 shows a sinusoidal control image of the direct-axis voltage and quadrature-axis voltage over time within a control cycle according to an embodiment of the present invention; Figure 8 shows a sinusoidal control image of the direct-axis current and quadrature-axis current over time within a control cycle according to an embodiment of the present invention; Figure 9 shows a graph of the change in three-phase winding current over time within a control cycle according to an embodiment of the present invention; and Figure 10 shows a graph of the change in bus current over time within a control cycle according to an embodiment of the present invention. In this embodiment, the quadrature-axis voltage and quadrature-axis current I are always zero, the direct-axis voltage Ud and direct-axis current Id are sinusoidally controlled, I phase A is the current flowing through the A-phase bridge arm and the U-phase winding L1, I phase B is the current flowing through the B-phase bridge arm and the V-phase winding L2, and I phase C is the current flowing through the C-phase bridge arm and the W-phase winding L3. The graphs of I phase B and I phase C overlap, and I Bus is the bus current. In the figure, Stage 1, Stage 2, Stage 3, and Stage 4 correspond to the first, second, third, and fourth control stages, respectively.

[0111] As shown in the following table, several sets of test data are shown, where Frequency represents the direct-axis current frequency request value, Position represents the rotor position of the motor when pulse heating starts, and Duty represents the duty cycle.

[0112] Optionally, in the above embodiment, the activation conditions include one or more of the following: the three-phase motor 2 meets the first condition for pulse heating, and the power battery 4 meets the second condition for pulse heating. The first and second conditions can adopt relevant technologies, which will be exemplified below.

[0113] Optionally, the first condition includes the three-phase motor 2 being in a non-set fault state. A set fault includes a failure in which the three-phase motor 2 cannot output torque. A set fault also includes a failure in which the three-phase stator windings of the three-phase motor 2 cannot be charged or discharged. In other words, the three-phase motor 2 must be in a state capable of pulse heating the power battery 4; otherwise, corresponding control cannot be implemented, making it difficult to achieve the purpose of pulse heating.

[0114] Optionally, the second condition includes one or more of the following:

[0115] The SOC value of the power battery 4 is greater than or equal to the preset SOC value; this can prevent the power battery 4 from being depleted during discharge when the SOC value is too low, thereby reducing its service life.

[0116] The minimum temperature of the battery cell of the power battery 4 is less than or equal to the preset minimum temperature; when the minimum temperature of the battery cell is relatively high, better performance can be achieved without heating the power battery 4. The preset minimum temperature can be, for example, minus five degrees Celsius, minus ten degrees Celsius, etc. Different preset minimum temperatures can be set according to the specific ambient temperature.

[0117] The temperature difference of the cells of the power battery 4 is less than or equal to the preset temperature difference; to avoid overheating of the cells with relatively high temperature due to excessive temperature difference of the cells.

[0118] The internal resistance of the power battery 4 is greater than or equal to the preset internal resistance; when the internal resistance is too small, pulse heating is not necessary, and even if pulse heating is performed, it is difficult to achieve temperature increase of the power battery 4 .

[0119] The power battery 4 is in a state where it can be powered on at high voltage and can be charged and discharged instantaneously, thereby avoiding damage to the power battery 4 caused by forced high voltage powering or instantaneous charging and discharging.

[0120] When the second condition includes all of the above items, the rationality of the second condition can be improved, filtering out some situations where the power battery 4 is not suitable for pulse heating, so that the reliability of the vehicle is improved when the pulse heating function is turned on.

[0121] Furthermore, the activation condition also includes: the operating state of the vehicle satisfies a third condition for pulse heating.

[0122] Specifically, the state of the vehicle should not cause the power battery 4 or the three-phase motor 2 to be occupied, resulting in the power battery 4 or the three-phase motor 2 being unable to be used for pulse heating. Related technologies can be used, which will be explained exemplarily later.

[0123] Optionally, the third condition includes one or more of the following:

[0124] The vehicle's transmission is in P gear;

[0125] The vehicle's speed is lower than the preset speed;

[0126] The vehicle's parking system is in park mode;

[0127] The vehicle is not in the process of external discharge (for example, not in the process of discharging and charging outdoor electrical equipment), and is not in the process of charging (for example, not in the process of DC charging or AC charging).

[0128] In this way, pulse heating is avoided when the rotor of the three-phase motor 2 is in a rotating state, and the problem of the vehicle being in the process of external discharge or charging, which affects the total current flowing through the power battery 4 during the pulse heating process, can be avoided, thereby improving the reliability of the vehicle.

[0129] In the above embodiment, the vehicle control method further includes:

[0130] When a request to end the pulse heating function is received, the control of the six power switches is ended.

[0131] Exemplarily, the vehicle controller 3 is connected to the antenna module of the vehicle. The vehicle controller 3 receives a request to turn on the pulse heating function from the mobile phone through the antenna module, and determines whether the activation conditions are met. When it is determined that the activation conditions are met, the six power switches of the three-phase bridge arm of the motor controller 1 are alternately controlled according to the first control, the second control, the third control and the fourth control to perform pulse heating on the power battery.

[0132] The vehicle controller 3 receives the pulse heating function end request from the mobile phone through the antenna module, and ends the control of the six power switches through the motor controller 1, thereby ending the pulse heating request.

[0133] In the above embodiment, the vehicle control method further includes:

[0134] When the vehicle's operating state meets the pulse heating function termination condition, the control of the six power switches is terminated.

[0135] The pulse heating function termination condition can adopt relevant technologies. For example, when the vehicle's operating state meets any of the following conditions, the pulse heating function termination condition is met:

[0136] The vehicle's transmission is in D / R gear;

[0137] The three-phase motor 2 is in a set fault state. The set fault includes a fault in which the three-phase motor 2 cannot output torque. The set fault also includes a fault in which the three-phase stator winding of the three-phase motor 2 cannot be charged or discharged.

[0138] The SOC value of the power battery 4 is less than the preset SOC value;

[0139] The maximum temperature of the cells of the power battery 4 is greater than the preset maximum temperature;

[0140] The temperature difference of the cells of the power battery 4 is greater than the preset temperature difference;

[0141] The internal resistance of the power battery 4 is less than the preset internal resistance;

[0142] The power battery 4 is not in a state capable of high-voltage power supply or instantaneous charge and discharge.

[0143] As shown in FIG2 , the following takes an example in which the control unit includes a vehicle controller 3 of the vehicle and the vehicle controller 3 is connected to the antenna module of the vehicle to illustrate the interaction between the controllers during the execution of the vehicle control method of the present invention.

[0144] Triggering a pulse heating function activation request. For example, a pulse heating function activation request is issued on a remote client such as a mobile phone (in other methods, the pulse heating function activation request is triggered through human-computer interaction such as a multimedia interactive system).

[0145] Receiving a pulse heating function activation request: For example, the vehicle controller 3 receives a pulse heating function activation request from a mobile phone via an antenna module (in other embodiments, the pulse heating function activation request is received via a multimedia interactive system).

[0146] Determine whether activation conditions are met. Specifically, (the vehicle controller 3 controls the motor control module 11) determines whether the three-phase motor 2 meets the first condition for pulse heating, (the vehicle controller 3 controls the battery controller) determines whether the power battery 4 meets the second condition for pulse heating, and (the vehicle controller 3 controls the battery controller) determines whether the vehicle's operating state meets the third condition for pulse heating.

[0147] When the activation conditions are met, the vehicle is controlled to execute the high-voltage step. Specifically, when the vehicle controller 3 receives information from the engine control module that the three-phase motor 2 meets the first condition, receives information from the battery controller that the power battery 4 meets the second condition, and determines that the vehicle's operating status meets the third condition, the vehicle controller 3 controls the vehicle to execute the high-voltage step, so that the main relay is closed, the DC voltage converter is activated, and the high-voltage accessories are allowed to use electricity. When the activation conditions are not met, the antenna module can be used to send feedback information to the remote client indicating that the pulse self-heating function request has failed. The remote client can display the corresponding feedback information (feedback can also be provided through the multimedia interactive system).

[0148] After completing the high-voltage step, the motor controller 1 is controlled to perform pulse heating. For example, the vehicle controller 3 sends a command to the motor control module 11 to execute the pulse heating function, and the motor control module 11 controls the six power switches of the three-phase bridge arm of the motor controller 1 alternately according to the first control, the second control, the third control and the fourth control to perform pulse heating. When the vehicle controller 3 receives the status feedback information that the motor controller 1 has entered the pulse heating mode, it can transmit the feedback information that it has entered the pulse heating mode to the remote client through the antenna module, and the remote client can display the corresponding feedback information (it can also provide feedback through the multimedia interactive system).

[0149] Determining whether a pulse heating function termination request is received, and determining whether the vehicle's operating state satisfies a pulse heating function termination condition;

[0150] When a request to end the pulse heating function is received or the vehicle's operating status is determined to meet the conditions for ending the pulse heating function, the six power switches of the three-phase bridge arm of the motor controller 1 are stopped from being alternately controlled according to the first control, second control, third control and fourth control, and the pulse heating is stopped.

[0151] The vehicle is controlled to execute the high voltage reduction step, for example, first turning off the DC voltage converter, stopping the power supply to the high voltage accessories, and then disconnecting the main relay.

[0152] As shown in Figure 3, another embodiment of the present invention provides a vehicle, which includes a motor controller 1, a battery controller and a control unit; the motor controller 1 includes a motor control module 11 and a three-phase bridge arm, the upper end of the three-phase bridge arm is connected to the positive electrode of the power battery 4, and the lower end is connected to the negative electrode of the power battery 4, the midpoint of the three-phase bridge arm is respectively connected to the three-phase stator winding of the three-phase motor 2, the control ends of the six power switches of the three-phase bridge arm are connected to the motor control module 11, and the control unit is respectively connected to the motor controller 1 and the battery controller, and the control unit is used to implement the vehicle control method of the above embodiment.

[0153] Optionally, the control unit includes a vehicle controller 3 of the vehicle;

[0154] The vehicle controller 3 is connected to the vehicle's multimedia interaction system and receives a request to turn on the pulse heating function through the multimedia interaction system, and / or the vehicle controller 3 is connected to the vehicle's antenna module and receives a request to turn on the pulse heating function from a remote client through the antenna module.

[0155] Here, the content related to the vehicle has been explained in detail in the previous article and will not be repeated here.

[0156] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Receive a request to start the pulse heating function; When the activation condition is met, the rotor of the three-phase motor (2) is controlled to move until the axial direction of the direct axis is consistent with the axial direction of the stator winding corresponding to the set phase bridge arm in the three-phase bridge arm of the motor controller (1); The six power switches of the three-phase bridge arm are controlled to alternately perform a process of energy storage of the three-phase stator winding corresponding to the three-phase bridge arm by the power battery (4) and a process of charging the power battery (4) by the three-phase stator winding using the stored energy; the three-phase bridge arm is composed of a first target bridge arm and a second target bridge arm, and during the energy storage process, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off, and during the charging process, the six power switches are controlled to be turned off; wherein, the one with the smaller number of bridge arms of the first target bridge arm and the second target bridge arm is the set phase bridge arm.

2. The vehicle control method according to claim 1, characterized in that: The controlling of the six power switches of the three-phase bridge arm comprises: The six power switches are controlled alternately according to the first control, the second control, the third control and the fourth control; during the first control, the upper bridge arm switch of the first target bridge arm and the lower bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off; during the third control, the lower bridge arm switch of the first target bridge arm and the upper bridge arm switch of the second target bridge arm are controlled to be turned on, and the other power switches are controlled to be turned off; during the second control and the fourth control, the six power switches are all controlled to be turned off.

3. The vehicle control method according to claim 1, characterized in that: The controlling of the six power switches of the three-phase bridge arm comprises: Acquiring the current internal resistance of the power battery (4), and searching in a first preset corresponding relationship according to the current internal resistance to obtain a switching frequency request value and a direct-axis voltage request value corresponding to the current internal resistance; generating pulse width modulation signals of the six power switches according to the switching frequency request value and the direct axis voltage request value; The on and off of the six power switches are controlled according to the pulse width modulation signal.

4. The vehicle control method according to claim 3, characterized in that: Before generating the pulse width modulation signals of the six power switches according to the switching frequency request value and the direct axis voltage request value, controlling the six power switches of the three-phase bridge arm further includes: Acquiring a heating gear request value and an SOC value of the power battery (4); searching in a second preset corresponding relationship according to the heating gear request value and the SOC value to obtain a switching frequency adjustment coefficient and a direct-axis voltage adjustment coefficient corresponding to the heating gear request value and the SOC value; The switching frequency request value is updated according to the switching frequency adjustment coefficient and the switching frequency request value; and the direct axis voltage request value is updated according to the direct axis voltage adjustment coefficient and the direct axis voltage request value.

5. The vehicle control method according to claim 3, characterized in that: Before generating the pulse width modulation signals of the six power switches according to the switching frequency request value and the direct axis voltage request value, controlling the six power switches of the three-phase bridge arm further includes: Acquiring overtemperature information of the motor controller (1) and the three-phase motor (2), and when it is determined according to the overtemperature information that the motor controller (1) or the three-phase motor (2) is in an overtemperature state, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value as the direct-axis voltage request value; and / or, obtaining overcurrent information of the motor controller (1) and the three-phase motor (2), and when it is determined according to the overcurrent information that the motor controller (1) or the three-phase motor (2) is in an overcurrent state, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value to the direct-axis voltage request value; And / or, obtaining NVH decibels of the vehicle, and when the NVH decibels exceed a preset value, reducing the direct-axis voltage request value, and updating the reduced direct-axis voltage request value as the direct-axis voltage request value.

6. The vehicle control method according to claim 1, characterized in that: The activation conditions include one or more of the following: The three-phase motor (2) meets the first condition for pulse heating. The power battery (4) meets the second condition for pulse heating; The first condition includes that the three-phase motor (2) is in a non-set fault state, the set fault includes a fault that the three-phase motor (2) cannot output torque, and the set fault also includes a fault that the three-phase stator winding of the three-phase motor (2) cannot be charged or discharged; The second condition includes one or more of the following: The SOC value of the power battery (4) is greater than or equal to a preset SOC value; The lowest temperature of the battery cell of the power battery (4) is less than or equal to a preset lowest temperature; The temperature difference of the cells of the power battery (4) is less than or equal to a preset temperature difference; The internal resistance of the power battery (4) is greater than or equal to a preset internal resistance; The power battery (4) is in a state capable of being powered up at high voltage and capable of instantaneous charge and discharge.

7. The vehicle control method according to claim 6, characterized in that: The activation condition also includes: the running state of the vehicle meets the third condition for pulse heating; the third condition includes one or more of the following: The transmission of the vehicle is in P gear; The speed of the vehicle is less than a preset speed; The parking system of the vehicle is in a parking state; The vehicle is not in the process of external discharge and is not in the process of charging.

8. The vehicle control method according to claim 6, characterized in that: The vehicle control method further includes: When a pulse heating function termination request is received or the operating state of the vehicle meets the pulse heating function termination condition, the control of the six power switches is terminated.

9. A vehicle, characterized in that: It comprises a motor controller (1), a battery controller and a control unit; the motor controller (1) comprises a motor control module (11) and a three-phase bridge arm, the upper end of the three-phase bridge arm is connected to the positive electrode of the power battery (4), and the lower end is connected to the negative electrode of the power battery (4), the midpoints of the three-phase bridge arm are respectively connected to the three-phase stator windings of the three-phase motor (2), the control ends of the six power switches of the three-phase bridge arm are connected to the motor control module (11), the control unit is respectively connected to the motor controller (1) and the battery controller, and the control unit is used to implement the vehicle control method according to any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that The control unit includes a vehicle controller (3) of the vehicle; the vehicle controller (3) is connected to a multimedia interaction system of the vehicle and receives a request to activate a pulse heating function through the multimedia interaction system, and / or the vehicle controller (3) is connected to an antenna module of the vehicle and receives a request to activate a pulse heating function from a remote client through the antenna module.

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