Motor control method and apparatus, device and system

Abstract

A motor control method, a control apparatus (400), an electronic device (500), and a motor system (100). The control method comprises: determining anti-vibration parameters, wherein the anti-vibration parameters include a proportional coefficient, and the proportional coefficient is used for representing a proportional relationship between a motor speed fluctuation and a motor anti-vibration torque; and generating a motor driving signal on the basis of a motor heating current value and the anti-vibration parameters, wherein the motor driving signal is used for driving a motor to operate, and the motor heating current value is a current value for heating a battery assembly (110) of a vehicle.

Description

Motor control method, device, equipment and system

[0001] This application claims priority to Chinese Patent Application No. 202411076945.1, filed on August 7, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicle control, and in particular to a motor control method, device, equipment and system. BACKGROUND

[0003] With the rapid popularization of electric vehicles, their application scenarios are becoming increasingly widespread. The core of electric vehicles is the battery assembly, so the charging and discharging efficiency of the vehicle battery assembly is an aspect that automobile manufacturers are currently focusing on developing. SUMMARY

[0004] The present disclosure provides a motor control method, device, equipment and system, aiming to solve the problem that the motor may vibrate when operating.

[0005] In one aspect, a motor control method is provided. The method includes determining an anti-vibration parameter including a proportional coefficient, and generating a motor driving signal based on a motor heating current value and the anti-vibration parameter. The proportional coefficient is used to represent the proportional relationship between motor speed fluctuation and motor anti-vibration torque. The motor driving signal is used to drive the motor to operate, and the motor heating current value is the current value for heating the battery assembly of the vehicle. The motor heating current value can include a quadrature axis current value and a direct axis current value.

[0006] In the motor control method provided by some embodiments of the present disclosure, since the motor may vibrate in the case that the output torque is too large or the output torque is not smooth, some embodiments of the present disclosure can first determine an anti-vibration parameter including a proportional coefficient. Since the proportional coefficient can represent the proportional relationship between motor speed fluctuation and motor anti-vibration torque during motor rotation, the anti-vibration torque for suppressing motor vibration during motor rotation can be obtained. Therefore, based on the motor heating current value and the anti-vibration parameter, the motor driving signal generated can avoid motor vibration on the basis of driving the motor to operate and heat the battery assembly.

[0007] In some embodiments, the above-mentioned proportional coefficient is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heating. The motor position value can be the position value of the motor rotor.

[0008] Based on this, some embodiments of the present disclosure can calibrate different proportional coefficients for different motor heating current values and motor position values, so that the corresponding proportional coefficient can be quickly matched according to the real-time obtained motor heating current value and motor position value.

[0009] In some embodiments, the generating the motor driving signal based on the motor heating current value and the anti-shake parameter comprises: converting the motor speed fluctuation into a motor anti-shake torque based on a proportional coefficient, the motor anti-shake torque being used to suppress motor shaking, and generating the motor driving signal based on the motor heating current value and the motor anti-shake torque.

[0010] Based on this, some embodiments of the present disclosure can use the proportional coefficient corresponding to the real-time motor heating current value and the heating position value to convert the motor speed fluctuation into the motor anti-shake torque, so as to ensure that the determined motor anti-shake torque matches the actual anti-shake torque required at present.

[0011] In some embodiments, the converting the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient comprises: taking the product of the motor speed fluctuation and the proportional coefficient as the motor anti-shake torque.

[0012] In some embodiments, the anti-shake parameter further comprises a filter cutoff frequency, the filter cutoff frequency being obtained through pre-calibration according to the motor heating current value and the motor position value when the motor is heating.

[0013] Based on this, some embodiments of the present disclosure can calibrate different filter cutoff frequencies for different motor heating current values and motor position values, so that the corresponding filter cutoff frequency can be quickly matched according to the real-time obtained motor heating current value and motor position value.

[0014] In some embodiments, when the anti-shake parameter further comprises the filter cutoff frequency, the motor control method provided by some embodiments of the present disclosure can further comprise: filtering the motor speed according to the filter cutoff frequency, and extracting the motor speed fluctuation, the motor speed fluctuation being the difference between the average speed of the motor and the preset speed.

[0015] Based on this, some embodiments of the present disclosure can filter the motor speed according to the filter cutoff frequency before torque conversion by using the proportional coefficient, so as to eliminate the invalid parameters in the motor speed, and then extract the speed fluctuation of the filtered motor speed, thereby improving the accuracy of the extracted speed fluctuation.

[0016] In some embodiments, the anti-shake parameter further comprises an anti-shake torque limit value range, the anti-shake torque limit value range being obtained through pre-calibration according to the motor heating current value and the motor position value when the motor is heating.

[0017] Based on this, some embodiments of the present disclosure can calibrate different anti-shake torque limit value ranges for different motor heating current values and motor position values, so that the corresponding anti-shake torque limit value range can be quickly matched according to the real-time obtained motor heating current value and motor position value.

[0018] In some embodiments, in the case where the anti-shake parameter further includes an anti-shake torque limit value range, the generating the motor driving signal based on the motor heating current value and the motor anti-shake torque includes: limiting the motor anti-shake torque according to the anti-shake torque limit value range to obtain a limited motor anti-shake torque, and generating the motor driving signal based on the motor heating current value and the limited motor anti-shake torque. The limited motor anti-shake torque is within the anti-shake torque limit value range.

[0019] Based on this, some embodiments of the present disclosure can limit the motor anti-shake torque after converting the torque by using the proportional coefficient, so that the final anti-shake torque is within the anti-shake torque limit value range, thereby avoiding excessive anti-shake torque causing additional shaking of the motor.

[0020] In some embodiments, in the case where the anti-shake torque limit value range includes an anti-shake torque maximum value and an anti-shake torque minimum value, the limiting the motor anti-shake torque according to the anti-shake torque limit value range to obtain a limited motor anti-shake torque includes: in the case where the motor anti-shake torque is greater than the anti-shake torque maximum value or the motor anti-shake torque is less than the anti-shake torque minimum value, adjusting the motor anti-shake torque to be within the anti-shake torque limit value range to obtain the limited motor anti-shake torque.

[0021] In some embodiments, the generating the motor driving signal based on the motor heating current value and the limited motor anti-shake torque includes: determining a motor anti-shake current value corresponding to the limited motor anti-shake torque, superimposing the motor anti-shake current value and the motor heating current value to obtain a motor driving current value, converting the motor driving current value to obtain a three-phase driving voltage, and pulse width modulating the three-phase driving voltage to obtain the motor driving signal.

[0022] Based on this, some embodiments of the present disclosure can superimpose the current value corresponding to the motor anti-shake torque and the motor heating current value after obtaining the motor anti-shake torque for preventing shaking of the motor, to obtain the final driving current value, so as to avoid shaking of the motor on the basis of heating the vehicle battery assembly.

[0023] In some embodiments, the method for controlling the motor provided by some embodiments of the present disclosure can further include: obtaining a motor heating current value, and obtaining a motor position value when the motor is heating.

[0024] In some embodiments, the obtaining the motor heating current value includes: in the case where a heating instruction is received, obtaining a motor heating power corresponding to the heating instruction, and determining the motor heating current value based on the motor heating power and a motor coil resistance. The heating instruction is used to instruct the motor to heat the battery assembly.

[0025] Based on this, some embodiments of the present disclosure can directly calculate the heating current value according to the heating power and the motor resistance value in the heating scenario, because the obtained motor heating power is all used for heating the battery assembly.

[0026] In some embodiments, the obtaining of the motor heating current value includes: in the case of receiving a non-heating instruction, obtaining a non-heating power corresponding to the non-heating instruction, converting the non-heating power into a non-heating current value, and taking the non-heating current value as the motor heating current value.

[0027] Based on this, some embodiments of the present disclosure need to convert the obtained non-heating power to obtain a non-heating current value in the non-heating scenario. At this time, because the current flowing in the motor is the same, the non-heating current value can be directly taken as the motor heating current value, so as to accurately obtain the motor heating current value in various scenarios.

[0028] In some embodiments, in the case of the non-heating instruction being a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; or, in the case of the non-heating instruction being a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; or, in the case of the non-heating instruction being a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

[0029] In some embodiments, the obtaining of the motor position value during the motor heating includes: in the case of receiving a heating instruction, determining an initial motor position value obtained by the sensor for the first time as the motor position value during the motor heating; or, in the case of receiving a non-heating instruction, obtaining the motor position value during the motor heating in real time by the sensor.

[0030] Based on this, some embodiments of the present disclosure lock the motor position value obtained for the first time in the heating scenario without real-time acquisition, thereby reducing the system energy consumption; and in the non-heating scenario, the motor position value during the motor heating is obtained in real time, thereby ensuring the timeliness of the obtained motor position value during the motor heating.

[0031] In some embodiments, the motor driving signal includes a forward driving signal and a reverse driving signal, the forward driving signal is used to drive the motor to accelerate, and the reverse driving signal is used to drive the motor to decelerate.

[0032] Based on this, some embodiments of the present disclosure can achieve the purpose of accelerating and decelerating the vehicle by controlling the output direction of the motor driving signal, thereby improving the flexibility of motor control.

[0033] In another aspect, a control device of an electric machine is provided. The device includes a determination unit and a generation unit. The determination unit is configured to determine an anti-shake parameter. The anti-shake parameter includes a proportional coefficient, which is used to represent a proportional relationship between a fluctuation of a rotation speed of the electric machine and an anti-shake torque of the electric machine. The generation unit is configured to generate an electric machine driving signal based on a heating current value of the electric machine and the anti-shake parameter. The electric machine driving signal is used to drive the electric machine to operate, and the heating current value is a current value used to heat a battery assembly of a vehicle.

[0034] In some embodiments, the proportional coefficient is obtained by pre-calibration according to the heating current value of the electric machine and a position value of the electric machine when the electric machine is heated.

[0035] In some embodiments, the generation unit is configured to convert the fluctuation of the rotation speed of the electric machine into the anti-shake torque of the electric machine based on the proportional coefficient, and generate the electric machine driving signal based on the heating current value of the electric machine and the anti-shake torque of the electric machine. The anti-shake torque of the electric machine is used to suppress shaking of the electric machine.

[0036] In some embodiments, the generation unit is configured to take a product of the fluctuation of the rotation speed of the electric machine and the proportional coefficient as the anti-shake torque of the electric machine.

[0037] In some embodiments, the anti-shake parameter further includes a filter cutoff frequency. The filter cutoff frequency is obtained by pre-calibration according to the heating current value of the electric machine and the position value of the electric machine when the electric machine is heated.

[0038] In some embodiments, the control device of the electric machine provided by some embodiments of the present disclosure can further include a processing unit. The processing unit is configured to filter the rotation speed of the electric machine according to the filter cutoff frequency, and extract the fluctuation of the rotation speed of the electric machine. The fluctuation of the rotation speed of the electric machine is a difference between an average rotation speed of the electric machine and a preset rotation speed.

[0039] In some embodiments, the anti-shake parameter further includes an anti-shake torque limit value range. The anti-shake torque limit value range is obtained by pre-calibration according to the heating current value of the electric machine and the position value of the electric machine when the electric machine is heated.

[0040] In some embodiments, the generation unit is configured to limit the anti-shake torque of the electric machine according to the anti-shake torque limit value range to obtain a limited anti-shake torque of the electric machine, and generate the electric machine driving signal based on the heating current value of the electric machine and the limited anti-shake torque of the electric machine. The limited anti-shake torque of the electric machine is within the anti-shake torque limit value range.

[0041] In some embodiments, the anti-shake torque limit value range includes an anti-shake torque maximum value and an anti-shake torque minimum value; and the generation unit is configured to, in a case where the motor anti-shake torque is greater than the anti-shake torque maximum value or the motor anti-shake torque is less than the anti-shake torque minimum value, adjust the motor anti-shake torque to be within the anti-shake torque limit value range to obtain a limited motor anti-shake torque.

[0042] In some embodiments, the generation unit is configured to: determine a motor anti-shake current value corresponding to the limited motor anti-shake torque, superimpose the motor anti-shake current value and the motor heating current value to obtain a motor driving current value, convert the motor driving current value to obtain a three-phase driving voltage, and pulse width modulate the three-phase driving voltage to obtain the motor driving signal.

[0043] In some embodiments, the control device of the motor also includes an acquisition unit. The acquisition unit is configured to acquire the motor heating current value and acquire a motor position value when the motor is heating.

[0044] In some embodiments, the acquisition unit is configured to, in a case where a heating instruction is received, acquire a motor heating power corresponding to the heating instruction, and determine the motor heating current value according to the motor heating power and a motor coil resistance. The heating instruction is used to instruct the motor to heat the battery assembly.

[0045] In some embodiments, the acquisition unit is configured to, in a case where a non-heating instruction is received, acquire a non-heating power corresponding to the non-heating instruction, convert the non-heating power to a non-heating current value, and use the non-heating current value as the motor heating current value.

[0046] In some embodiments, in a case where the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; or, in a case where the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; or, in a case where the non-heating instruction is a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

[0047] In some embodiments, the acquisition unit is configured to, in a case where a heating instruction is received, determine an initial motor position value acquired by a sensor for the first time as the motor position value when the motor is heating; and, in a case where a non-heating instruction is received, acquire the motor position value when the motor is heating in real time by the sensor.

[0048] In some embodiments, the motor driving signal includes a forward driving signal and a reverse driving signal, the forward driving signal is used to drive the motor to accelerate, and the reverse driving signal is used to drive the motor to decelerate.

[0049] In another aspect, an electronic device is provided. The electronic device includes a processor and a memory for storing processor-executable instructions. The processor is configured to execute the instructions to implement the method of controlling the electric machine described above.

[0050] In another aspect, an electric machine system is provided. The electric machine system includes an electric machine assembly and the electronic device described above, the electric machine assembly including an electric machine controller and an electric machine.

[0051] In another aspect, an energy conversion system is provided. The energy conversion system includes a battery assembly, the electric machine system described above. The electric machine system and the battery assembly form a heating loop.

[0052] In some embodiments, the energy conversion system described above further includes a first switch, the battery assembly includes a first battery pack and a second battery pack. The electric machine assembly includes an electric machine controller and an electric machine, the electric machine controller includes a plurality of bridge arms, each of the plurality of bridge arms includes two power switching units, two ends of the electric machine controller are connected to a first pole and a second pole of the battery assembly respectively. The electric machine includes a plurality of coils, a first end of each of the plurality of coils is connected to a midpoint of one of the plurality of bridge arms. A first end of the first switch is connected to a second end of at least one of the plurality of coils, a second end of the first switch is electrically connected to a connection point between the first battery pack and the second battery pack.

[0053] In another aspect, a vehicle is provided. The vehicle includes a memory, a processor, and a computer program stored on the memory and executable on the processor. The processor executes the computer program to implement the method of controlling the electric machine described above.

[0054] In another aspect, a computer readable storage medium is provided. The computer readable storage medium stores instructions. When a computer executes the instructions, the computer executes the method of controlling the electric machine described above.

[0055] In another aspect, a computer program product including instructions is provided. When a computer executes the instructions, the computer executes the method of controlling the electric machine described above.

[0056] In another aspect, a chip is provided. The chip includes a processor and a communication interface coupled to the processor. The processor is configured to execute a computer program or instructions to implement the method of controlling the electric machine described above.

[0057] In some embodiments, the chip described above further includes a memory for storing the computer program or instructions. BRIEF DESCRIPTION OF DRAWINGS

[0058] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the following will briefly introduce the drawings needed to be used in the embodiments description. However, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can also be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0059] FIG. 1 is a structural diagram of a motor system according to some embodiments;

[0060] FIG. 2 is a circuit structure topology diagram of an energy conversion system according to some embodiments;

[0061] FIG. 3 is a flow chart of a control method of a motor according to some embodiments;

[0062] FIG. 4 is a block diagram of a control device of a motor according to some embodiments;

[0063] FIG. 5 is a block diagram of an electronic device according to some embodiments;

[0064] FIG. 6 is a block diagram of a vehicle according to some embodiments. DETAILED DESCRIPTION

[0065] The technical solutions in the embodiments of the present disclosure will be described clearly and completely in the following with reference to the drawings in the embodiments of the present disclosure. However, the described embodiments are only some embodiments of the present disclosure, not all the embodiments. All other embodiments obtained by those skilled in the art without any creative effort on the basis of the embodiments in the present disclosure are within the scope of protection of the present disclosure.

[0066] In the description of the present disclosure, it should be understood that the terms “upper”, “lower”, “left”, “right”, “front”, “back”, “inner”, “outer” and the like indicate the orientation or positional relationship based on the orientation or relative position relationship shown in the drawings, and are only for the purpose of facilitating the description of the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present disclosure. Unless otherwise specified, the above orientation description can be flexibly arranged in the process of actual application, as long as the relative position relationship shown in the drawings is met.

[0067] The terms “first” and “second” are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with “first” and “second” can explicitly or implicitly include one or more of the features. In the description of the present disclosure, unless otherwise specified, the meaning of “multiple” is two or more.

[0068] In the description of the disclosure, it should be explained that, unless explicitly specified and limited, the terms "mount", "connect", "connection", "communication" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected. It can be directly connected, or indirectly connected through an intermediate medium, or the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the disclosure can be understood according to the specific circumstances.

[0069] In the description of the disclosure, the term "includes", "contains" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or includes elements inherent to such process, article or device. Without more limitation, the element defined by the sentence "including a…" does not exclude the presence of other identical elements in the process, article or device including the element.

[0070] In the description of the disclosure, the word "exemplary" or "for example" is used to represent an example, illustration or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of the disclosure should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. In fact, the word "exemplary" or "for example" is intended to present the relevant concept in a specific way.

[0071] In the description of the specification, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0072] At present, the core technology of electric vehicles lies in the energy efficiency of battery assemblies. Due to the inherent characteristics of lithium ion battery assemblies, the battery assemblies can be charged and discharged at a suitable temperature, which can improve the charging and discharging efficiency of the battery assemblies and prolong the service life of the battery. However, in a low temperature environment, the charging and discharging capacity of the battery will be greatly reduced, which seriously affects the use of electric vehicles in cold regions. For example, electric vehicles will have slow charging, short driving range and other phenomena in winter. Therefore, how to improve the use performance of lithium ion batteries at low temperature is a key problem that needs to be solved urgently.

[0073] In the related art, a method of using a motor or an electric drive system as a heating device to heat a battery assembly is proposed. The method drives the motor to run, uses the current heat effect to heat the battery assembly with the heat generated by the current flowing through the motor coil, increases the temperature of the battery assembly, and then improves the energy efficiency of the battery assembly. However, as the heating power output by the motor increases, the magnetic field of the motor will cause the motor or the electric drive system to vibrate due to magnetic field distortion, and even cause the motor to be unable to operate normally.

[0074] In this context, in order to solve the problem that the motor may shake when the motor is running in the related art, some embodiments of the present disclosure provide a control method, device, equipment and system of a motor. Some embodiments of the present disclosure are described in detail below in conjunction with the drawings of the specification.

[0075] In some embodiments, the scenarios of heating the battery assembly can be divided into the following two scenarios.

[0076] Scenario one, charging heating scenario, in this scenario, the heating stage can be divided into the following three stages: the first stage is mainly heating and auxiliary charging, in this stage, the battery assembly temperature is low, and the charging capacity is weak, at this time, the heating power is controlled to be maximum, and the battery temperature is increased. In the second stage, the battery assembly temperature rises, the charging power of the battery assembly is continuously enhanced, and the charging current is continuously increased, and the heating power is reduced. In the third stage, after the battery temperature is high, the charging power reaches the maximum power, and the heating power is reduced.

[0077] Scenario two, driving heating scenario, in this scenario, the heating stage can be divided into the following three stages: the first stage is mainly heating and auxiliary driving, in this stage, the battery temperature is low, and the battery output power is small, and the car drives at a limited driving power, at this time, the maximum heating power of the motor output is controlled to increase the temperature of the battery assembly. In the second stage, as the battery assembly temperature rises, the discharging capacity of the battery assembly is continuously enhanced, and the driving power rises with the enhancement of the discharging capacity of the battery assembly. In the third stage, when the battery temperature is high, the maximum driving power of the motor output is controlled, and the heating power output is reduced.

[0078] FIG. 1 is a structural diagram of a motor system according to some embodiments of the present disclosure. As shown in FIG. 1, the motor system 100 includes a battery assembly 110, a driving motor 120, a motor controller 130, and a charge-discharge interface 140.

[0079] The battery assembly 110 is connected with a load. The load connected with the battery assembly 110 includes the driving motor 120. The motor controller 130 is connected between the battery assembly 110 and the driving motor 120, and the motor controller 130 is connected with the charge-discharge interface 140.

[0080] For example, the battery assembly 110 can be composed of one or more battery packs, and a plurality of (two or more) battery packs are connected in sequence to form the battery assembly. The types of battery packs include but are not limited to ternary lithium batteries or iron phosphate batteries.

[0081] In some embodiments, the battery assembly 110 is configured to provide electric energy to the load connected with the battery assembly 110. The driving motor 120 is configured to convert the electric energy provided by the battery assembly 110 into driving force to drive the vehicle to travel.

[0082] In some embodiments, the battery assembly 110 is a direct current voltage source and is configured to provide direct current. In the case that the driving motor 120 is an alternating current driving motor, the electrical energy discharged by the battery assembly 110 is provided to the alternating current driving motor after power conversion (i.e., direct current to alternating current).

[0083] For example, a first end of the motor controller 130 is connected to a positive pole (e.g., a first pole) of the battery assembly 110, a second end of the motor controller 130 is connected to a negative pole (e.g., a second pole) of the battery assembly 110, and a third end of the motor controller 130 is connected to a first end of the alternating current driving motor. The motor controller 130 is configured to convert the direct current provided by the battery assembly 110 into alternating current and transmit the converted alternating current to the alternating current driving motor.

[0084] The alternating current driving motor includes a plurality of sets of winding coils, and a first end of each set of winding coils is connected to the first end of the alternating current driving motor. The motor controller 130 includes a plurality of parallel-phase bridge arms, each of which is connected between the first end and the second end of the motor controller 130; a first end of each phase bridge arm is connected to the first end of the motor controller 130, a second end of each phase bridge arm is connected to the second end of the motor controller 130, a third end of each phase bridge arm is connected to a first end of a set of winding coils, and a second end of each set of winding coils is connected to the second end of the alternating current driving motor.

[0085] In some embodiments, the battery assembly 110 can be charged by transmitting electrical energy to the battery assembly 110 by an external power source. The external power source can be an alternating current power source or a direct current power source. Some embodiments of the present disclosure are described by taking the external power source as a direct current power source as an example.

[0086] For example, the direct current power source can be a direct current charging pile or a direct current energy storage power source (e.g., a mobile charging vehicle, an energy storage device, a battery pack in another vehicle, etc.).

[0087] In some embodiments, the external power source can be used as an electrical energy output end to transmit electrical energy to the battery assembly 110 through the charge-discharge interface 140 to charge the battery assembly 110. Accordingly, the battery assembly 110 can also provide the electrical energy stored therein to the external power source through the charge-discharge interface 140 to realize external discharging of the battery assembly 110.

[0088] FIG. 2 is a circuit structure topology diagram of an energy conversion system according to some embodiments of the present disclosure. As shown in FIG. 2, the energy conversion system includes a battery assembly, a capacitor C1, a capacitor C2, a motor assembly (i.e., a motor controller and a driving motor), a charge-discharge interface, a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a fifth switch K5, and a sixth switch K6.

[0089] The battery assembly includes battery packs E1, E2 (i.e., a first battery pack E1 and a second battery pack E2); the motor controller includes a plurality of power switch units (such as power switch units S1-S6). The plurality of power switch units includes a plurality of first power switch units (such as power switch units S1, S3, and S5, which are all first power switch units) and a plurality of second power switch units (such as power switch units S2, S4, and S6, which are all second power switch units). The first end of the first switch K1 is connected to the second end of at least one coil, and the second end of the first switch K1 is electrically connected to a connection point between the first battery pack E1 and the second battery pack E2.

[0090] In some embodiments, as shown in FIG. 2, the current on the motor neutral line (also known as the zero line or N line) can be determined by measuring the currents on the three phases of the AC drive motor. For example, the direction of the current flowing into the AC drive motor is positive, and the currents on the three phases of the electrode satisfy IL1+IL2+IL3+iN=0, so the current values can be obtained by installing current sensors in any at least three of L1, L2, L3, and N. For example, the currents IL1, IL2, and IL3 are collected, and the current iN on the N line is calculated by iN=-IL1-IL2-IL3. It should be noted that IL1 is the current on the first winding coil L1, IL2 is the current on the second winding coil L2, IL3 is the current on the third winding coil L3, and iN is the current on the N line. U1 is the voltage on the capacitor C1, U2 is the voltage on the capacitor C2, and i1 is the total current of the battery assembly flowing to the motor controller. The upper and lower bridge arm duty cycles are complementary and retain a certain dead time. The first winding coil, the second winding coil, and the third winding coil will be described later.

[0091] In some embodiments, as shown in FIG. 2, the first end of the first power switch unit S1 / S3 / S5 is connected to the first end of the motor controller, the second end of the first power switch unit S1 / S3 / S5 is connected to the first end of the corresponding second power switch unit S2 / S4 / S6, and the second end of the second power switch unit S2 / S4 / S6 is connected to the second end of the motor controller. The connection node of the second end of the first power switch unit S1 / S3 / S5 and the first end of the corresponding second power switch unit S2 / S4 / S6 is the third end of the motor controller. The first end of each set of winding coils of the AC drive motor is connected to the connection node (such as the midpoint) of the first power switch unit S1 / S3 / S5 and the second power switch unit S2 / S4 / S6 of one phase bridge arm.

[0092] For example, the motor controller can be an inverter. The AC drive motor can be a three-phase AC drive motor, and the motor controller can be a three-phase inverter. Hereinafter, some embodiments of the present disclosure will be described taking the AC drive motor as a three-phase AC drive motor and the motor controller as a three-phase inverter as an example.

[0093] In some embodiments, the three-phase alternating current drive motor includes three sets of winding coils. As shown in FIG. 2, the alternating current drive motor includes a first winding coil L1, a second winding coil L2, and a third winding coil L3. The three-phase inverter includes three-phase bridge arms, and the motor controller includes a first bridge arm, a second bridge arm, and a third bridge arm.

[0094] The first bridge arm of the motor controller includes a first power switching unit S1 and a second power switching unit S2, and a first end of the first winding coil L1 of the alternating current drive motor is connected between the first power switching unit S1 and the second power switching unit S2. The second bridge arm of the motor controller includes a first power switching unit S3 and a second power switching unit S4, and a first end of the second winding coil L2 of the alternating current drive motor is connected between the first power switching unit S3 and the second power switching unit S4. The third bridge arm of the motor controller includes a first power switching unit S5 and a second power switching unit S6, and the third winding coil L3 of the alternating current drive motor is connected between the first power switching unit S5 and the second power switching unit S6.

[0095] In some examples, the power switching unit includes an Insulated Gate Bipolar Transistor (IGBT) and a diode, a first end of the diode is connected to a second end of the IGBT, a second end of the diode is connected to a first end of the IGBT, the first end of the IGBT and the second end of the diode are both connected to a first end of the motor controller, and the second end of the IGBT and the first end of the diode are both connected to a second end of the motor controller.

[0096] When the IGBT is turned on, the first end of the IGBT is turned on to the second end, and in other cases, the IGBT is considered open. The first end of the diode is turned on to the second end, and the second end of the diode is turned off (considered open) to the first end. Also, in each power switching unit, the IGBT and the diode are turned on at different times.

[0097] For example, the motor controller can control the conduction direction of the power switching unit by controlling the on-off of the IGBT and the diode. When the IGBT is turned on and the diode is turned off, the power switching unit is turned on from the first end to the second end; when the IGBT is turned off and the diode is turned on, the power switching unit is turned on from the second end to the first end.

[0098] In some embodiments, the switching of the following four vehicle operating conditions can be achieved by the closed and open states of the first switch K1 to the sixth switch K6.

[0099] 1) Closing the second switch K2 and the third switch K3 can switch the vehicle to the driving operating condition, the driving low-efficiency heating operating condition, and the parking low-efficiency heating operating condition.

[0100] In some embodiments, the second switch K2 and the third switch K3 are closed, the vehicle is switched to the driving mode, or the driving low efficiency heating mode, or the parking low efficiency heating mode. In this case, the current flows out from the positive pole of the battery assembly, and after flowing through the third switch K3, flows through any one of the first power switch units S1, S3, and S5 (e.g., the first power switch unit S1). After the current flows through the first power switch unit S1, the current flows through the first winding coil L1. Then, the current flows through the second winding coil L2, the second power switch unit S4, and the third winding coil L3, the second power switch unit S6. The current flowing out from the second power switch unit S4 and the second power switch unit S6 flows through the second switch K2 after merging, and finally flows into the negative pole of the battery assembly.

[0101] In some embodiments, the second switch K2 and the third switch K3 are closed, the vehicle is switched to the driving mode, or the driving low efficiency heating mode, or the parking low efficiency heating mode. In this case, the current flows out from the positive pole of the battery assembly, and after flowing through the third switch K3, flows through any one of the first power switch units S1, S3, and S5 (e.g., the first power switch unit S1). After the current flows through the first power switch unit S1, the current flows through the first winding coil L1. Then, the current flows through the second winding coil L2, the second power switch unit S4, and the third winding coil L3, the second power switch unit S6. The current flowing out from the second power switch unit S4 and the second power switch unit S6 flows through the second switch K2 after merging, and finally flows into the negative pole of the battery assembly.

[0102] It should be noted that the driving low efficiency heating mode and the parking low efficiency heating mode differ in whether the vehicle is in a driving state.

[0103] 2) The first switch K1, the second switch K2, and the third switch K3 are closed, and the vehicle can be switched to the self-heating mode.

[0104] In some embodiments, in the case that the vehicle is switched to the self-heating mode, the battery pack E1 and the battery pack E2 serve as the discharging power source and the charging power source to each other.

[0105] In some examples, take the battery pack E1 as the discharging power supply and the battery pack E2 as the charging power supply as an example. At this time, the first switch K1 and the third switch K3 are closed, and the battery pack E1 charges the battery pack E2. The current flows out from the positive electrode of the battery pack E1, and flows into the driving motor through the third switch K3, the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5. In this process, the current flows through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the driving motor. Then, the current flows into the negative electrode of the battery pack E1 through the first switch K1 after merging. Then, the third switch K3 is opened, and the second switch K2 is closed. At this time, the current flows out from the driving motor, and flows into the positive electrode of the battery pack E2 through the first switch K1 to charge the battery pack E2. After that, the current flows out from the negative electrode of the battery pack E2, and flows into the driving motor through the second switch K2, the second power switch unit S2, the second power switch unit S4, and the second power switch unit S6.

[0106] In other examples, take the battery pack E2 as the discharging power supply and the battery pack E1 as the charging power supply as an example. At this time, the first switch K1 and the second switch K2 are closed, and the battery pack E2 charges the battery pack E1. The current flows out from the positive electrode of the battery pack E2, and flows into the driving motor through the first switch K1. In this process, the current flows through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the driving motor, and then flows through the second power switch unit S2, the second power switch unit S4, and the second power switch unit S6. Then, the current flows into the negative electrode of the battery pack E2 through the second switch K2 after merging. Then, the second switch K2 is opened, and the third switch K3 is closed. At this time, the current flows out from the driving motor, and flows into the positive electrode of the battery pack E1 through the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5 after merging to charge the battery pack E1. Finally, the current flows out from the negative electrode of the battery pack E1, and flows into the driving motor through the first switch K1.

[0107] 3) When the second switch K2, the third switch K3, the fourth switch K4, and the sixth switch K6 are closed, the vehicle can be switched to the normal charging working condition.

[0108] In some embodiments, when the vehicle is switched to the normal charging working condition, the current flows out from the positive electrode of the charging and discharging interface, and flows into the battery assembly through the sixth switch K6 and the third switch K3 to charge the battery assembly. Then, the current flows into the negative electrode of the charging and discharging interface through the second switch K2 and the fourth switch K4.

[0109] 4) When the second switch K2, the third switch K3, the fourth switch K4, and the fifth switch K5 are closed, the vehicle can be switched to the step-up charging working condition.

[0110] In some embodiments, when the vehicle switches to the step-up charging working condition, the charging process includes two stages: a step-up stage and a charging stage.

[0111] In some embodiments, the step-up stage can be achieved in two ways:

[0112] Way 1: Close the fourth switch K4 and the fifth switch K5, so that the vehicle switches to the step-up stage. At this time, the current flows out from the positive pole of the charge-discharge interface, flows into the drive motor through the fifth switch K5, and then flows through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the drive motor. Then the current flows through the second power switch unit S2, the second power switch unit S4, and the second power switch unit S6, and after converging, flows into the negative pole of the charge-discharge interface through the fourth switch K4.

[0113] Way 2: Close the second switch K2, the third switch K3, the fourth switch K4, and the fifth switch K5, so that the vehicle switches to the step-up stage. At this time, the current flows out from the positive pole of the charge-discharge interface, flows into the drive motor through the fifth switch K5, and then flows through the first winding coil L1, the second winding coil L2, and the third winding coil L3 to charge the drive motor. Then the current flows through the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5, and after converging, flows through the third switch K3, the battery assembly, the second switch K2, and the fourth switch K4, and flows into the negative pole of the charge-discharge interface.

[0114] In some embodiments, after the step-up stage is completed, the second switch K2, the third switch K3, the fourth switch K4, and the fifth switch K5 are closed, so that the vehicle switches to the charging stage. At this time, the current flows out from the positive pole of the charge-discharge interface, flows into the drive motor through the fifth switch K5, and the voltage of the charge-discharge interface and the voltage of the drive motor are in series to step up. Then the current flows through the first power switch unit S1, the first power switch unit S3, and the first power switch unit S5, respectively, and after converging, flows into the battery assembly through the third switch K3 to charge the battery assembly. After that, the current flows through the second switch K2 and the fourth switch K4 to flow into the negative pole of the charge-discharge interface.

[0115] For example, the rated voltage of the battery assembly is 800V, and the external power supply provides a supply voltage of 400V. In this case, since the supply voltage of the external power supply is lower than the rated voltage of the battery assembly, the external power supply cannot directly power the battery assembly to charge the battery assembly, and the coils in the drive motor need to be charged through the step-up stage to make the total voltage of the coils in the drive motor 400V. Then in the charging stage, the supply voltage 400V provided by the external power supply and the total voltage 400V of the coils in the drive motor are in series to step up to 800V, and the battery assembly is charged with the stepped-up 800V supply voltage.

[0116] In this way, by switching the closed and open states of the switches, the working conditions of the vehicle can be flexibly switched, and the application scenarios of the motor control method provided by some embodiments of the present disclosure are enriched.

[0117] The motor control method provided by some embodiments of the present disclosure will be described below with reference to FIG. 1 and FIG. 2, and FIG. 3.

[0118] FIG. 3 is a flowchart of the motor control method according to some embodiments of the present disclosure. The subject executing the method can be a vehicle controller, or each device or module in the vehicle controller, such as an integrated circuit or a chip, which is not limited in the present disclosure.

[0119] For example, as shown in FIG. 3, the motor control method provided by some embodiments of the present disclosure can include the following steps S301 and S302:

[0120] In step S301, a jitter prevention parameter is determined.

[0121] The jitter prevention parameter can include a proportional coefficient, which is used to represent the proportional relationship between the motor speed fluctuation and the motor jitter prevention torque.

[0122] In some embodiments, the proportional coefficient corresponding to the motor heating current value and the motor position value when the motor is heated can be determined by a pre-calibration manner.

[0123] In some embodiments, the above-mentioned jitter prevention parameter can also include a filter cutoff frequency.

[0124] In some embodiments, the filter cutoff frequency can be a pre-set frequency. The filter cutoff frequency can suppress high-frequency noise in the motor speed signal, and the lower the filter cutoff frequency, the stronger the suppression capability.

[0125] In some embodiments, the filter cutoff frequency corresponding to the motor heating current value and the motor position value when the motor is heated can be determined by a pre-calibration manner.

[0126] In some embodiments, the above-mentioned jitter prevention parameter can also include a jitter prevention torque limit value range.

[0127] In some embodiments, the jitter prevention torque limit value range includes a maximum jitter prevention torque and a minimum jitter prevention torque, and the jitter prevention torque limit value range is used to limit the motor jitter prevention torque greater than the maximum jitter prevention torque, or limit the motor jitter prevention torque less than the minimum jitter prevention torque.

[0128] In some embodiments, the jitter prevention torque limit value range corresponding to the motor heating current value and the motor position value when the motor is heated can be determined by a pre-calibration manner.

[0129] In some embodiments, the motor heating current value is a current value for heating a battery assembly of the vehicle, and the motor heating current value is a current value flowing through the motor coil. When the current flows through the motor coil, heat is generated due to the heat effect of the current and the resistance of the motor coil to heat the battery assembly.

[0130] The motor position value when the motor is heating can be a position value of a motor rotor. For example, the motor position value can be a deflection angle between a real-time position of the motor rotor and an original position of the motor rotor.

[0131] In some embodiments, the motor heating current value and the motor position value when the motor is heating can be obtained first, and then the filter cutoff frequency, the proportional coefficient, and the anti-shake torque limit value range can be determined according to the motor heating current value and the motor position value when the motor is heating by a calibration lookup table method.

[0132] For example, a motor operation data table as shown in Table 1 can be maintained, and the motor heating current value, the motor position value, the filter cutoff frequency, the proportional coefficient, and the anti-shake torque limit value range of the motor in each operating state are stored in the data table. It should be noted that only the motor heating current value, the motor position value, the filter cutoff frequency, the proportional coefficient, and the anti-shake torque limit value range in some operating states are given in Table 1, and more or less motor heating current values, motor position values, filter cutoff frequencies, proportional coefficients, and anti-shake torque limit value ranges in operating states can also be included in actual use, which is not limited in the present disclosure.

[0133] Table 1

[0134] For example, the above data table includes anti-shake parameters 1, 2, and 3. The anti-shake parameter 1 includes the motor heating current value I1, the motor position value θ1, the filter cutoff frequency F1, the proportional coefficient K1, and the anti-shake torque limit value range T1; the anti-shake parameter 2 includes the motor heating current value I2, the motor position value θ2, the filter cutoff frequency F2, the proportional coefficient K2, and the anti-shake torque limit value range T2; and the anti-shake parameter 3 includes the motor heating current value I3, the motor position value θ3, the filter cutoff frequency F3, the proportional coefficient K3, and the anti-shake torque limit value range T3. If the obtained motor heating current value is the motor heating current value I2 and the motor position value when the motor is heating is the motor position value θ2, the corresponding anti-shake parameter 2 can be determined from the above data table, and then the filter cutoff frequency F2, the proportional coefficient K2, and the anti-shake torque limit value range T2 are obtained.

[0135] In step S302, a motor driving signal is generated based on the motor heating current value and the anti-shake parameter.

[0136] The motor driving signal is used to drive the motor to operate.

[0137] In some embodiments, the motor heating current value can include a first quadrature-axis current value and a first direct-axis current value, and the quadrature-axis current value is a current value for driving the motor to operate.

[0138] In some embodiments, the method for generating the motor driving signal can be divided into the following three different ways according to different parameters included in the anti-shake parameter.

[0139] In the first way, when the anti-shake parameter includes a proportional coefficient, the process of generating the motor driving signal based on the motor heating current value and the anti-shake parameter can first convert the motor speed fluctuation into a motor anti-shake torque based on the proportional coefficient, and then generate the motor driving signal based on the motor heating current value and the motor anti-shake torque.

[0140] The motor anti-shake torque is used to suppress motor jitter.

[0141] In some embodiments, the product of the motor speed fluctuation and the proportional coefficient can be used as the motor anti-shake torque.

[0142] For example, taking the proportional coefficient as 10 as an example, if the determined motor speed fluctuation is 50, the motor anti-shake torque can be calculated as 10 x 50 = 500.

[0143] In the second way, when the anti-shake parameter includes a filter cutoff frequency and a proportional coefficient, the process of generating the motor driving signal based on the motor heating current value and the anti-shake parameter can first filter the motor speed according to the filter cutoff frequency and extract the motor speed fluctuation, then convert the motor speed fluctuation into a motor anti-shake torque based on the proportional coefficient, and finally generate the motor driving signal based on the motor heating current value and the motor anti-shake torque.

[0144] The motor speed fluctuation is the difference between the average speed of the motor and the preset speed.

[0145] In some embodiments, the motor speed signal can be obtained, the filter cutoff frequency can be used to filter the motor speed signal to remove high-frequency noise in the motor speed signal, and the motor speed fluctuation can be extracted from the filtered motor speed signal.

[0146] For example, the motor speed signal includes a low-frequency part and a high-frequency part, the low-frequency part reflects the actual speed of the motor, and the high-frequency part reflects mechanical vibration, electromagnetic interference and other factors of the motor. The filter cutoff frequency can be used to eliminate the high-frequency part of the motor speed signal and retain the low-frequency part. Then set a desired motor speed, compare the obtained motor speed with the desired motor speed to obtain the speed deviation as the motor speed fluctuation.

[0147] It should be noted that after obtaining the motor speed fluctuation according to the filter cutoff frequency, the subsequent step of determining the motor anti-shake torque according to the proportional coefficient can refer to the related description of the above manner one, and will not be described here.

[0148] In the third manner, in the case that the anti-shake parameter includes the filter cutoff frequency, the proportional coefficient, and the anti-shake torque limit value range, the process of generating the motor driving signal based on the motor heating current value and the anti-shake parameter can first filter the motor speed according to the filter cutoff frequency, extract the motor speed fluctuation, convert the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient, then limit the motor anti-shake torque according to the anti-shake torque limit value range to obtain the limited motor anti-shake torque, and finally generate the motor driving signal according to the motor heating current value and the limited motor anti-shake torque.

[0149] The limited motor anti-shake torque is within the anti-shake torque limit value range.

[0150] It should be noted that the description of filtering the motor speed according to the filter cutoff frequency and extracting the motor speed fluctuation, and then converting the motor speed fluctuation into the motor anti-shake torque based on the proportional coefficient can refer to the related description of the above manner two, and will not be described here.

[0151] In some embodiments, in the case that the motor anti-shake torque is greater than the anti-shake torque maximum value or the motor anti-shake torque is less than the anti-shake torque minimum value, the motor anti-shake torque is adjusted to be within the anti-shake torque limit value range to obtain the limited motor anti-shake torque.

[0152] In some examples, in the case that the motor anti-shake torque is greater than the anti-shake torque maximum value, the motor anti-shake torque is reduced to be within the anti-shake torque limit value range to obtain the limited motor anti-shake torque.

[0153] For example, taking 400 as the anti-shake torque maximum value. If the calculated motor anti-shake torque is 500, since the motor anti-shake torque is higher than the anti-shake torque maximum value, the motor anti-shake torque needs to be reduced to be lower than the anti-shake torque maximum value (such as 380), and the 380 is determined as the limited motor anti-shake torque.

[0154] In other examples, in the case that the motor anti-shake torque is less than the anti-shake torque minimum value, the motor anti-shake torque is amplified to be within the anti-shake torque limit value range to obtain the limited motor anti-shake torque.

[0155] For example, taking 100 as the anti-shake torque minimum value. If the calculated motor anti-shake torque is 50, since the motor anti-shake torque is lower than the anti-shake torque minimum value, the motor anti-shake torque needs to be amplified to be higher than the anti-shake torque maximum value (such as 120), and the 120 is determined as the limited motor anti-shake torque.

[0156] In some embodiments, the motor anti-shake current value corresponding to the limited motor anti-shake torque can be determined first, the motor anti-shake current value and the motor heating current value are superimposed to obtain the motor driving current value. Then, the motor driving current value is converted to obtain a three-phase driving voltage, and the three-phase driving voltage is pulse width modulated to obtain the motor driving signal.

[0157] In some embodiments, the motor anti-shake current value can include a second quadrature axis current value and a second direct axis current value.

[0158] In some embodiments, the motor anti-shake current value corresponding to the limited motor anti-shake torque can be determined by a lookup table method.

[0159] For example, a motor anti-shake torque data table can be maintained, as shown in Table 2. The data table stores the anti-shake current values of the motor at various anti-shake torques. It should be noted that only the anti-shake current values at some anti-shake torques are given in Table 2, and more or fewer anti-shake current values at anti-shake torques can also be included in actual use, which is not limited in the present disclosure.

[0160] Table 2

[0161] For example, taking the torque current entries 1, 2, and 3 in the above data table as an example. Torque current entry 1 includes motor anti-shake torque T1 and motor anti-shake current value I1; torque current entry 2 includes motor anti-shake torque T2 and motor anti-shake current value I2; torque current entry 3 includes motor anti-shake torque T3 and motor anti-shake current value I3. If the calculated motor anti-shake torque is motor anti-shake torque T3, the corresponding torque current entry 3 can be determined from the above data table, and then the motor anti-shake current value I3 is obtained.

[0162] In some embodiments, the first quadrature axis current value in the motor heating current value and the second quadrature axis current value in the motor anti-shake current value can be superimposed to obtain a third quadrature axis current value, and the first direct axis current value in the motor heating current value and the second direct axis current value in the motor anti-shake current value can be superimposed to obtain a third direct axis current value. The third quadrature axis current value and the third direct axis current value are the motor driving current value.

[0163] For example, taking the first quadrature axis current value as 5, the first direct axis current value as 8, the second quadrature axis current value as 3, and the second direct axis current value as 4 as an example. The first quadrature axis current value and the second quadrature axis current value are added to obtain a third quadrature axis current value of 5+3=8; the first direct axis current value and the second direct axis current value are added to obtain a third direct axis current value of 8+4=12.

[0164] In some embodiments, the motor driving current value can be converted into a three-phase driving voltage by the motor controller.

[0165] For example, taking the third direct-axis current value as the d-axis current value and the third quadrature-axis current value as the q-axis current value. A coordinate system of the d-axis current value and the q-axis current value can be established, and the d-q axis coordinate system can be converted into a two-phase static coordinate system (α-β axis coordinate system), and then the two current value components in the α-β axis coordinate system can be converted into three phase components with a phase difference of 120 degrees in the three-phase coordinate system, and then the three-phase current value can be converted into a three-phase driving voltage through a voltage equation.

[0166] In some embodiments, the three-phase driving voltage can be pulse width modulated (PWM) to obtain a motor driving signal.

[0167] The motor driving signal can be a PWM signal, and the duty cycle of the PWM signal is directly proportional to the amplitude of the three-phase driving voltage.

[0168] For example, the three-phase driving voltage can be pulse width modulated by a set carrier frequency to generate a PWM signal.

[0169] In the motor control method provided in some embodiments of the present disclosure, since the motor will vibrate when the output torque is too large or the output torque is not smooth, in some embodiments of the present disclosure, an anti-vibration parameter including a proportional coefficient can be determined first. Since the proportional coefficient can represent the proportional relationship between the motor speed fluctuation and the anti-vibration torque of the motor during rotation, an anti-vibration torque for suppressing motor vibration during motor rotation can be obtained, so that the motor driving signal generated based on the motor heating current value and the anti-vibration parameter can avoid motor vibration while driving the motor to heat the battery assembly.

[0170] In some embodiments, the above-mentioned obtaining of the motor heating current value can be based on an instruction sent by a controller of the vehicle, and the instruction can include a heating instruction or a non-heating instruction.

[0171] In some embodiments, in the case of receiving a heating instruction, the motor heating power corresponding to the heating instruction is obtained, and the motor heating current value is determined according to the motor heating power and the motor coil resistance.

[0172] The heating instruction is used to instruct the motor to heat the battery assembly, and the heating instruction carries a corresponding motor heating power. The motor heating power refers to the heat generated when the energy passes through the motor coil when the power is taken from the battery assembly or the power supply device connected to the charging and discharging interface.

[0173] In some embodiments, after receiving the heating instruction, the heating instruction can be parsed to obtain the motor heating power carried by the heating instruction, and then the motor heating current value is calculated according to the formula of current, resistance and heating power.

[0174] For example, taking the motor heating power as 500 watts (W) and the motor coil resistance as 20 ohms (Ω) as an example. The motor heating current value can be calculated as 5 amperes (A) by formula (I). Formula (I) is as follows: P = I 2 R Formula (I);

[0175] Wherein, P is the motor heating power, I is the motor heating current value, and R is the motor coil resistance.

[0176] In some embodiments, in the case of receiving a non-heating instruction, the non-heating power corresponding to the non-heating instruction is obtained, the non-heating power is converted into a non-heating current value, and the non-heating current value is taken as the motor heating current value.

[0177] The non-heating instruction carries corresponding non-heating power.

[0178] In some embodiments, the non-heating instruction can include a driving instruction, a charging instruction, and a discharging instruction. In the case of the non-heating instruction being the driving instruction, the non-heating power is the driving power, and the non-heating current value is the driving current value; in the case of the non-heating instruction being the charging instruction, the non-heating power is the charging power, and the non-heating current value is the charging current value; in the case of the non-heating instruction being the discharging instruction, the non-heating power is the discharging power, and the non-heating current value is the discharging current value.

[0179] The driving power refers to the power generated when the energy passes through the motor coil to make the motor output torque when taking power from the battery pack; the charging power refers to the power generated when the power supply device connected through the charging and discharging interface charges the battery pack; and the discharging power refers to the power generated when the battery pack discharges the power consumption device connected through the charging and discharging interface.

[0180] In some embodiments, in the case of the non-heating instruction being the driving instruction, after receiving the driving instruction, the driving instruction can be parsed to obtain the driving power carried by the driving instruction, and then the driving current value is calculated according to the driving control algorithm in the related art as the motor heating current value.

[0181] For example, taking the driving power as 5000W as an example. The driving current value can be calculated as 10A by the driving control algorithm, and 10A is taken as the motor heating current value.

[0182] It should be noted that the description of the non-heating instruction as the charging instruction or the discharging instruction can refer to the description of the non-heating instruction as the driving instruction, which will not be repeated here.

[0183] Therefore, in some embodiments of the present disclosure, on the one hand, in the heating scene, since the obtained motor heating power is all used for heating the battery assembly, the heating current value can be quickly calculated according to the heating power and the motor resistance value; on the other hand, in the non-heating scene, the obtained non-heating power needs to be converted to obtain the non-heating current value. At this time, since the current flowing in the motor is the same, the non-heating current value can be directly used as the motor heating current value, so that the motor heating current value can be accurately obtained in each scene.

[0184] In some embodiments, the motor position value when the motor is heating can be obtained based on an instruction sent by a controller of the vehicle, and the instruction can include a heating instruction or a non-heating instruction.

[0185] In some embodiments, in the case of receiving the heating instruction, the initial motor position value obtained by the sensor for the first time is determined as the motor position value when the motor is heating.

[0186] The sensor can be a position sensor, and the motor position value when the motor is heating can be obtained by setting a position sensor at the motor.

[0187] In some embodiments, after receiving the heating instruction, since the main function of the motor at this time is to heat the battery assembly, the heating energy consumption is high. At this time, in order to minimize the energy consumption, the initial motor position value obtained for the first time when the motor is heating (i.e., the initial motor position value) can be locked as the motor position value when the motor is heating.

[0188] For example, taking the initial motor position value θ0 obtained by the position sensor for the first time as an example, the θ0 can be locked as the final motor position value when the motor is heating.

[0189] In other embodiments, in the case of receiving the non-heating instruction, the motor position value when the motor is heating is obtained in real time by the sensor.

[0190] In some embodiments, after receiving the non-heating instruction, since the main function of the motor at this time is not to heat the battery assembly, the heating energy consumption is low. At this time, in order to accurately reflect the motor position, a time interval for obtaining the motor position value when the motor is heating can be set to constantly obtain the motor position value when the motor is heating.

[0191] For example, taking the time interval for obtaining the motor position value as 2 seconds as an example. The position sensor can be controlled to collect the motor position value every 2 seconds and update the motor position value when the motor is heating.

[0192] Thus, in some embodiments of the present disclosure, by locking the first acquired motor position value in the heating scenario, the system energy consumption is reduced without real-time acquisition; and in the non-heating scenario, the motor position value during motor heating is acquired in real time, ensuring the timeliness of the acquired motor position value during motor heating.

[0193] In some embodiments, the motor driving signal described above can include a forward driving signal and a reverse driving signal, the forward driving signal being used to drive the motor to accelerate, and the reverse driving signal being used to drive the motor to decelerate.

[0194] In some embodiments, during the process in which the vehicle needs to accelerate, the output torque needs to be increased, and then a forward torque needs to be generated through the forward driving signal.

[0195] Further, during the acceleration process, the forward driving signal needs to be smoothly increased to stably increase the output forward torque. At this time, the running state of the motor can be monitored in real time using the speed sensor.

[0196] For example, a Proportional-Integral-Derivative (PID) control algorithm can be used to adjust the current value of the input motor according to the feedback signal of the speed sensor, and then adjust the size of the forward driving signal.

[0197] In some embodiments, during the process in which the vehicle needs to decelerate, the output torque needs to be reduced, and then a reverse torque needs to be generated through the reverse driving signal.

[0198] Further, during the deceleration process, the reverse driving signal needs to be smoothly increased to stably increase the output reverse torque. At this time, the running state of the motor can be monitored in real time using the speed sensor.

[0199] For example, a PID control algorithm can be used to adjust the current value of the input motor according to the feedback signal of the speed sensor, and then adjust the size of the reverse driving signal.

[0200] Thus, in some embodiments of the present disclosure, on the one hand, by controlling the output direction of the motor driving signal, the acceleration and deceleration of the vehicle are achieved, and the flexibility of motor control is improved; on the other hand, the motor driving signal can be smoothly output, thereby avoiding additional motor jitter caused by sudden current changes.

[0201] In some embodiments, after obtaining the motor anti-jitter torque, it can be further judged whether an emergency instruction is received, and in the case where the emergency instruction is received, the motor anti-jitter torque is deleted.

[0202] The emergency instruction is used to represent that the speed of the motor needs to reach a preset speed within a preset time period.

[0203] In some embodiments, the preset time period can be a value set by a person, and can be flexibly adjusted according to the actual scene. For example, the preset time period can be 5 seconds.

[0204] For example, the emergency instruction can include an emergency braking instruction, an emergency acceleration instruction, etc.

[0205] In this way, in the case of needing to quickly change the motor speed, the motor anti-shake torque is deleted, so as to ensure that the motor can change a large speed in a short time.

[0206] The above mainly introduces the scheme provided by some embodiments of the present disclosure from the perspective of the method. In order to realize the above functions, the control device of the motor or the electronic device contains at least one of the corresponding hardware structure or software module for executing each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of the examples described in the embodiments disclosed herein, the present disclosure can be realized in the form of hardware or a combination of hardware and computer software. Whether a certain function is realized in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present disclosure.

[0207] Some embodiments of the present disclosure can divide the control device of the motor or the electronic device into functional modules according to the above method. For example, the control device of the motor or the electronic device can include various functional modules corresponding to each function division, or two or more functions can be integrated into one processing module. The above integrated module can be realized in the form of hardware or in the form of a software functional module. It should be noted that the division of the modules in some embodiments of the present disclosure is illustrative, and is only a logical function division. Actual implementation can have another division method.

[0208] FIG. 4 is a block diagram of a control device of a motor according to some embodiments of the present disclosure. As shown in FIG. 4, the control device 400 of the motor includes a determination unit 401 and a generation unit 402.

[0209] The determination unit 401 is configured to determine an anti-shake parameter. The anti-shake parameter includes a proportional coefficient. The proportional coefficient is used to represent the proportional relationship between the motor speed fluctuation and the motor anti-shake torque. The generation unit 402 is configured to generate a motor driving signal based on the motor heating current value and the anti-shake parameter. The motor driving signal is used to drive the motor to operate, and the heating current value is a current value for heating the battery assembly of the vehicle.

[0210] In some embodiments, the proportionality coefficient is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heating.

[0211] In some embodiments, the generation unit 402 is configured to convert the motor speed fluctuation into a motor anti-shake torque based on the proportionality coefficient, and generate the motor driving signal based on the motor heating current value and the motor anti-shake torque. The motor anti-shake torque is used to suppress motor jitter.

[0212] In some embodiments, the generation unit 402 is configured to take the product of the motor speed fluctuation and the proportionality coefficient as the motor anti-shake torque.

[0213] In some embodiments, the anti-shake parameters further include a filter cutoff frequency, which is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heating.

[0214] In some embodiments, the control device 400 of the motor can further include a processing unit. The processing unit is configured to filter the motor speed according to the filter cutoff frequency, and extract the motor speed fluctuation. The motor speed fluctuation is the difference between the average speed of the motor and the preset speed.

[0215] In some embodiments, the anti-shake parameters further include an anti-shake torque limit value range, which is obtained by pre-calibration according to the motor heating current value and the motor position value when the motor is heating.

[0216] In some embodiments, the generation unit 402 is configured to limit the motor anti-shake torque according to the anti-shake torque limit value range to obtain a limited motor anti-shake torque, and generate the motor driving signal according to the motor heating current value and the limited motor anti-shake torque. The limited motor anti-shake torque is within the anti-shake torque limit value range.

[0217] In some embodiments, the anti-shake torque limit value range includes an anti-shake torque maximum value and an anti-shake torque minimum value. The generation unit 402 is configured to adjust the motor anti-shake torque to be within the anti-shake torque limit value range to obtain the limited motor anti-shake torque, in the case that the motor anti-shake torque is greater than the anti-shake torque maximum value or the motor anti-shake torque is less than the anti-shake torque minimum value.

[0218] In some embodiments, the generation unit 402 is configured to determine a motor anti-shake current value corresponding to the limited motor anti-shake torque, superimpose the motor anti-shake current value and the motor heating current value to obtain a motor driving current value, convert the motor driving current value to obtain a three-phase driving voltage, and perform pulse width modulation on the three-phase driving voltage to obtain the motor driving signal.

[0219] In some embodiments, the control device 400 of the motor further comprises an acquisition unit. The acquisition unit is configured to acquire a motor heating current value and a motor position value when the motor is heating.

[0220] In some embodiments, the acquisition unit is configured to, in a case where a heating instruction is received, acquire a motor heating power corresponding to the heating instruction, and determine the motor heating current value according to the motor heating power and a motor coil resistance.

[0221] In some embodiments, the acquisition unit is configured to, in a case where a non-heating instruction is received, acquire a non-heating power corresponding to the non-heating instruction, convert the non-heating power into a non-heating current value, and take the non-heating current value as the motor heating current value.

[0222] In some embodiments, in a case where the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; or, in a case where the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; or, in a case where the non-heating instruction is a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

[0223] In some embodiments, the acquisition unit is configured to, in a case where a heating instruction is received, determine an initial motor position value acquired by the sensor for the first time as the motor position value when the motor is heating; or, in a case where a non-heating instruction is received, acquire the motor position value when the motor is heating in real time by the sensor.

[0224] In some embodiments, the motor driving signal comprises a forward driving signal and a reverse driving signal. The forward driving signal is used to drive the motor to accelerate, and the reverse driving signal is used to drive the motor to decelerate.

[0225] In the control device of the motor provided in some embodiments of the present disclosure, since the motor may shake in a case where the output torque of the motor is too large or the output torque of the motor is not smooth, in some embodiments of the present disclosure, a shake prevention parameter comprising a proportional coefficient is determined by the acquired motor heating current value and the motor position value when the motor is heating, and the proportional coefficient can represent the proportional relationship between the motor speed fluctuation and the shake prevention torque of the motor in the rotation process of the motor, so that the shake prevention torque for inhibiting the shaking of the motor in the rotation process of the motor can be obtained, and the motor driving signal generated based on the motor heating current value and the shake prevention parameter can avoid the shaking of the motor on the basis of driving the motor to heat the battery assembly.

[0226] With regard to the apparatus in the above-described embodiments, the specific manner in which the respective modules perform operations has been described in the embodiments related to the method, and thus will not be elaborated here.

[0227] FIG. 5 is a block diagram of an electronic device according to some embodiments of the present disclosure. As shown in FIG. 5, the electronic device 500 includes, but is not limited to, a processor 501 and a memory 502.

[0228] The memory 502 described above is configured to store executable instructions of the processor 501 described above. It can be understood that the processor 501 described above is configured to execute the instructions to implement the control method of the motor in the above-described embodiments.

[0229] It should be noted that those skilled in the art can understand that the electronic device structure shown in FIG. 5 does not constitute a limitation on the electronic device, and the electronic device can include more or fewer components than those shown in FIG. 5, or combine certain components, or different component arrangements.

[0230] The processor 501 is the control center of the electronic device, and connects various parts of the electronic device through various interfaces and lines. The processor 501 performs various functions of the electronic device and processes data by running or executing at least one of the software programs or modules stored in the memory 502 and calling the data stored in the memory 502, thereby monitoring the entire electronic device. The processor 501 can include one or more processing units. For example, the processor 501 can integrate an application processor and a modem processor. The application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor can also not be integrated into the processor 501.

[0231] The memory 502 can be used to store software programs and various data. The memory 502 can mainly include a program storage area and a data storage area, and the program storage area can store the operating system, application programs (such as determination units, processing units, etc.) required by at least one function module, etc. In addition, the memory 502 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other volatile solid-state memory device.

[0232] Some embodiments of the present disclosure also provide a vehicle. As shown in FIG. 6, the vehicle 600 includes a memory 601, a processor 602, and a computer program stored on the memory 601 and executable on the processor 602. The processor 602 executes the computer program to implement the control method of the motor in the above-described embodiments.

[0233] Some embodiments of the present disclosure further provide a computer readable storage medium including instructions, for example, the memory 502 including instructions. The above instructions can be executed by the processor 501 of the electronic device 500 to implement the control method of the motor in the above embodiments.

[0234] In actual implementation, the steps performed by the determination unit 401, the generation unit 402, the acquisition unit and the processing unit in FIG. 4 can be implemented by the processor 501 in FIG. 5 invoking the computer program stored in the memory 502. The process can refer to the description of the method part in the above embodiments, and will not be described here.

[0235] In some embodiments, the computer readable storage medium can be a non-transitory computer readable storage medium. For example, the non-transitory computer readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0236] Some embodiments of the present disclosure further provide a computer program product including one or more instructions, which can be executed by the processor 501 of the electronic device to complete the control method of the motor in the above embodiments.

[0237] It should be noted that the instructions in the above computer readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device to implement each process of the above method embodiments, and can achieve the same technical effects as the above method. To avoid repetition, it will not be described here.

[0238] Through the description of the above embodiments, those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of functional modules is taken as an example for illustration. In actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete the above-described full classification part or part of the function.

[0239] In several embodiments provided by the present disclosure, it should be understood that the disclosed apparatus and method can be implemented in other manners. For example, the described apparatus embodiments are merely schematic. For example, the division of the modules or units is merely logical function division, and there can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, apparatuses or units, and can be in electrical, mechanical or other forms.

[0240] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, i.e., may be located in one place, or may be distributed in multiple different places. Some or all of the classification units can be selected according to actual needs to achieve the purpose of the solutions of some embodiments of the present disclosure.

[0241] In addition, each functional unit in each embodiment of the present disclosure can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0242] If the integrated unit is realized in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of some embodiments of the present disclosure or the part that essentially contributes to the related art or the whole classification or part of the technical solutions can be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of instructions for causing an apparatus (which can be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the method of each embodiment of the present disclosure. The aforementioned storage medium includes: a U disk, a mobile hard disk, a ROM, a RAM, a magnetic disk or an optical disk, and various storage media that can store program codes.

[0243] The above is only a specific implementation of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present disclosure, which should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A control method of an electric machine, comprising: determining an anti-shake parameter, the anti-shake parameter comprising a proportional coefficient, the proportional coefficient being used to represent a proportional relationship between an electric machine speed fluctuation and an electric machine anti-shake torque; and generating an electric machine driving signal based on an electric machine heating current value and the anti-shake parameter, the electric machine driving signal being used to drive the electric machine to operate, the electric machine heating current value being a current value for heating a battery assembly of a vehicle. The proportional coefficient is obtained through pre-calibration according to the electric machine heating current value and an electric machine position value when the electric machine is heated.

2. The method of claim 1, wherein, The generating of the electric machine driving signal based on the electric machine heating current value and the anti-shake parameter comprises:

3. The method of claim 1 or 2, wherein, converting the electric machine speed fluctuation into the electric machine anti-shake torque based on the proportional coefficient, the electric machine anti-shake torque being used to suppress the electric machine from shaking; and generating the electric machine driving signal based on the electric machine heating current value and the electric machine anti-shake torque. The converting of the electric machine speed fluctuation into the electric machine anti-shake torque based on the proportional coefficient comprises:

4. The method of claim 3, wherein, taking a product of the electric machine speed fluctuation and the proportional coefficient as the electric machine anti-shake torque. The anti-shake parameter further comprises a filter cutoff frequency, the filter cutoff frequency being obtained through pre-calibration according to the electric machine heating current value and the electric machine position value when the electric machine is heated.

5. The method of any one of claims 1 to 4, wherein, The electric machine speed fluctuation is extracted by filtering an electric machine speed according to the filter cutoff frequency, the electric machine speed fluctuation being a difference between an average electric machine speed and a preset speed.

6. The method of claim 5, further comprising: The anti-shake parameter further comprises an anti-shake torque limit value range, the anti-shake torque limit value range being obtained through pre-calibration according to the electric machine heating current value and the electric machine position value when the electric machine is heated.

7. The method of claim 3 or 4, wherein, The generating of the electric machine driving signal based on the electric machine heating current value and the electric machine anti-shake torque comprises:

8. The method of claim 7, wherein, clipping the electric machine anti-shake torque according to the anti-shake torque limit value range to obtain a clipped electric machine anti-shake torque, the clipped electric machine anti-shake torque being within the anti-shake torque limit value range; and generating the electric machine driving signal according to the electric machine heating current value and the clipped electric machine anti-shake torque. The anti-shake torque limit value range comprises an anti-shake torque maximum value and an anti-shake torque minimum value.

9. The method of claim 8, wherein, The clipping of the electric machine anti-shake torque according to the anti-shake torque limit value range to obtain the clipped electric machine anti-shake torque comprises: in a case where the electric machine anti-shake torque is greater than the anti-shake torque maximum value or the electric machine anti-shake torque is less than the anti-shake torque minimum value, adjusting the electric machine anti-shake torque to be within the anti-shake torque limit value range to obtain the clipped electric machine anti-shake torque. The generating of the electric machine driving signal according to the electric machine heating current value and the clipped electric machine anti-shake torque comprises:

10. The method of claim 8 or 9, wherein, determining an electric machine anti-shake current value corresponding to the clipped electric machine anti-shake torque; superimposing the electric machine anti-shake current value and the electric machine heating current value to obtain an electric machine driving current value; converting the electric machine driving current value to obtain a three-phase driving voltage; and ​ The three-phase driving voltage is pulse width modulated to obtain the motor driving signal.

11. The method of any one of claims 1-10, further comprising: obtaining the motor heating current value, and obtaining a motor position value at the time of motor heating.

12. The method of claim 11, wherein, The obtaining of the motor heating current value comprises: in a case where a heating instruction is received, obtaining a motor heating power corresponding to the heating instruction, the heating instruction being used to instruct the motor to heat the battery assembly; and determining the motor heating current value according to the motor heating power and a motor coil resistance.

13. The method of claim 11 or 12, wherein, The obtaining of the motor heating current value comprises: in a case where a non-heating instruction is received, obtaining a non-heating power corresponding to the non-heating instruction; and converting the non-heating power into a non-heating current value, and taking the non-heating current value as the motor heating current value.

14. The method of claim 13, satisfying one of: in a case where the non-heating instruction is a driving instruction, the non-heating power is a driving power, and the non-heating current value is a driving current value; in a case where the non-heating instruction is a charging instruction, the non-heating power is a charging power, and the non-heating current value is a charging current value; and in a case where the non-heating instruction is a discharging instruction, the non-heating power is a discharging power, and the non-heating current value is a discharging current value.

15. The method of any one of claims 11 to 14, wherein, The obtaining of the motor position value at the time of motor heating comprises: in a case where a heating instruction is received, determining an initial motor position value first obtained by a sensor as the motor position value at the time of motor heating; and in a case where a non-heating instruction is received, obtaining the motor position value at the time of motor heating in real time through the sensor.

16. The method of any one of claims 1 to 15, wherein, The motor driving signal comprises a forward driving signal and a reverse driving signal, the forward driving signal being used to drive the motor to accelerate, and the reverse driving signal being used to drive the motor to decelerate.

17. A control device of a motor, comprising: a determination unit configured to determine an anti-shake parameter, the anti-shake parameter comprising a proportional coefficient used to represent a proportional relationship between motor speed fluctuation and motor anti-shake torque; and a generation unit configured to generate a motor driving signal based on a motor heating current value and the anti-shake parameter, the motor driving signal being used to drive the motor to operate, and the motor heating current value being a current value for heating a battery assembly of a vehicle.

18. An electronic device, comprising: a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the method of any one of claims 1-16.

19. A motor system, comprising a motor assembly and the electronic device of claim 18.

20. An energy conversion system, comprising a battery assembly and the motor system of claim 19, the motor system forming a heating loop with the battery assembly.

21. The energy conversion system of claim 20, wherein, The energy conversion system further comprises a first switch, the battery assembly comprises a first battery pack and a second battery pack, the motor assembly comprises a motor controller and a motor, the motor controller comprises a plurality of bridge arms, each of the plurality of bridge arms comprises two power switch units, two ends of the motor controller are connected to a first pole and a second pole of the battery assembly respectively, the motor comprises a plurality of coils, a first end of each of the plurality of coils is connected to a midpoint of one of the plurality of bridge arms, a first end of the first switch is connected to a second end of at least one of the plurality of coils, and a second end of the first switch is electrically connected to a connection point between the first battery pack and the second battery pack.

22. A vehicle comprising: A memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the method according to any one of claims 1 to 16.

23. A computer readable storage medium having stored therein instructions, wherein, When a computer executes the instructions, the computer executes the method according to any one of claims 1 to 16.

24. A computer program product comprising instructions, wherein, when the instructions are executed on a computer, the computer executes the method according to any one of claims 1 to 16.

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