WO2023040730A1

WO2023040730A1 - Motor control method, device, power system, vehicle, and storage medium

Info

Publication number: WO2023040730A1
Application number: PCT/CN2022/117675
Authority: WO
Inventors: 刘迪; 王凯
Original assignee: 蔚来动力科技(合肥)有限公司
Priority date: 2021-09-17
Filing date: 2022-09-08
Publication date: 2023-03-23
Also published as: CN113794416A

Abstract

The present invention relates to a motor control method. A motor is powered by a battery, and the heat loss generated by the motor is transferred to the battery via a heat transfer component to heat the battery. The motor control method comprises a first working mode, and in the first working mode: controlling a d-axis current id of a motor, so that the heat loss generated by the motor provides a predetermined heating power Pheat for a battery, wherein the d-axis current id is at least determined on the basis of a heat loss equivalent phase resistance Rsum of the motor, a running mode of the motor, and the pre-determined heating power Pheat. The present invention also relates to a control device, a power system, a vehicle, and a computer-readable storage medium. The present invention provides a motor control solution capable of providing a pre-determined heating power for a battery. The solution is simple in structure, low in cost, small in size and high in reliability, and can be independent of a chip supply system.

Description

Motor control method, device, power system, vehicle and storage medium

technical field

The present invention relates to the field of motors, in particular to a motor control method, a control device, a power system, a vehicle and a computer-readable storage medium.

Background technique

With the continuous development of electric vehicle technology, electric vehicles are used in more and more diverse scenarios, which puts forward higher and higher requirements for the environmental control technology of battery packs in electric vehicles. For example, in a scenario where the ambient temperature is lower than the operating temperature of the battery pack, the battery pack needs to be heated to ensure its normal operation.

In the prior art, an additional heat pump heating device or electric heating device (such as a positive temperature coefficient PTC element, a high-voltage electric heater HVH) is usually configured for the battery pack. For heat pump heating equipment, its equipment volume is often larger. In addition, heat pumps have low heating efficiency in low ambient temperature scenarios, and even cannot work normally in extremely cold environments. However, for electric heating equipment, additional hardware (for example, chips) and additional wire harnesses often need to be configured, and the equipment cost is high. Electric heating equipment such as high-voltage electric heaters HVH can also increase supply chain-related risks when chip supply issues are prominent.

Therefore, a motor control scheme that can solve the problem of battery pack heating is desired.

Contents of the invention

According to an aspect of the present invention, a motor control method is provided. The motor is powered by a battery, and the heat loss generated by the motor is transferred to the battery via a heat transfer member to heat the battery. The motor control method includes a first working mode, in the first working mode: controlling _the d-axis current id of the motor so that the heat loss generated by the motor provides predetermined heating for the battery Power P _heat .

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, the d-axis current _id is at least based on the heat loss equivalent phase resistance R _sum of the motor, the operating mode of the motor And the predetermined heating power P _heat is determined.

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, the operation mode of the motor includes a static mode and a dynamic mode.

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, in the first working mode: when the running mode of the motor is the static mode, based on the The heat loss equivalent phase resistance R _sum and the predetermined heating power P _heat determine the d-axis current _id through the following formula:

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, in the first working mode: when the running mode of the motor is the dynamic mode, based on the The equivalent phase resistance R _sum of heat loss, the predetermined heating power P _heat , the electromagnetic torque _Te of the motor and the mechanical speed Ω determine _the d-axis current id by the following formula:

Wherein, the q-axis current i _q of the motor is a function of the electromagnetic torque T _e and the mechanical rotational speed Ω.

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, the heat loss equivalent phase resistance R _sum of the motor at least includes the equivalent phase resistance R _s of the stator of the motor and the equivalent phase resistance R _inv of the electrical and electronic components of the motor.

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, the determination of _the d-axis current id of the motor is at least further based on a d-axis current mode of the motor.

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, the d-axis current mode includes at least a positive DC mode, a negative DC mode, a sine wave mode and a square wave mode.

As an alternative or supplement to the above solution, in the motor control method according to an embodiment of the present invention, the motor control method further includes a second working mode, in the second working mode: control the d-axis of the motor current _id regardless of heating the battery.

According to another aspect of the present invention, a control device is provided, including a memory, a processor, and a computer program stored in the memory and operable on the processor. The steps in the aforementioned control method are implemented when the processor executes the computer program.

According to another aspect of the invention, a power system is provided. The power system includes a battery, heat transfer components, an electric motor, and the aforementioned control equipment.

According to another aspect of the present invention, there is provided a vehicle including the aforementioned power system.

According to yet another aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by the processor, the steps in the aforementioned control method are realized.

The motor control solution provided by the present invention can transfer the heat loss generated by the motor to the battery powering the motor by only using the heat transfer component to heat the battery, so that the battery can obtain a predetermined heating power. This motor control scheme utilizes heat transfer components arranged between the battery and the motor, without the need for additional heat pump heating equipment, electric heating equipment (such as positive temperature coefficient PTC elements, high-voltage electric heaters HVH) for the battery, and without Run high voltage wiring for these extra devices. The motor control scheme has the advantages of simple structure, low cost, small volume, high reliability, and can not depend on the chip supply system.

Description of drawings

The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description in conjunction with the accompanying drawings.

FIG. 1 shows a block diagram of a power system 1000 according to one embodiment of the invention.

FIG. 2 shows a schematic diagram of a motor control method 2000 according to an embodiment of the present invention.

FIG. 3 shows a block diagram of a control device 3000 according to an exemplary embodiment of the present invention.

Detailed ways

The motor control method, control device, power system, vehicle and storage medium involved in the present invention will be further described in detail below with reference to the accompanying drawings. It should be noted that the following specific descriptions are only exemplary rather than restrictive, and they are intended to provide a basic understanding of the present invention, but not intended to limit the scope of protection of the present invention.

In the context of the present invention, the terms "first", "second", etc. are used to distinguish similar objects, and are not necessarily used to describe the sequence of objects in terms of time, space, size, etc. Furthermore, the terms "comprising", "having" and similar expressions herein are intended to mean a non-exclusive inclusion unless specifically stated otherwise. Also, the terms "vehicle", "automobile" or other similar terms herein include motor vehicles in general, such as passenger vehicles (including sport utility vehicles, buses, trucks, etc.), various commercial vehicles, ships, Aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, etc. A hybrid vehicle is a vehicle with two or more sources of power, such as gasoline-powered and electric vehicles.

Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 illustrates a power system 1000 according to one embodiment of the invention. The power system includes a battery 110 , a motor 120 , a heat transfer component 130 and a control device 140 .

Wherein, the motor 120 is powered by the battery 110 (for example, via the high voltage line 150 ), and the heat loss generated by the motor 120 can be transferred to the battery 110 via the heat transfer component 130 to heat the battery 110 .

The control device 140 has a first mode of operation (eg, heating mode). In the first working mode, the control device 140 can control the _d -axis current id of the motor 120 so that the heat loss generated by the motor 120 provides a predetermined heating power P _heat for the battery 110 . Wherein, the d-axis current _id is determined based on at least the heat loss equivalent phase resistance R _sum of the motor, the operating mode of the motor and the predetermined heating power P _heat . Optionally, the determination of the _d -axis current id of the motor is also based on the d-axis current mode of the motor.

Thus, the control device 140 can provide the battery 110 with specified heating power only by using the heat transfer member 130 , without additional configuration of heat pump devices, electric heating devices and the like. The control device 140 can be combined with the original control device of the motor 120 without additional hardware. In addition, the control device 140 does not need to lay additional circuits, in particular no additional high-voltage circuits need to be laid.

Optionally, the control device 140 also has a second working mode (for example, normal mode). In the second mode of operation, the control device 140 controls _{the d} -axis current id of the motor 120 without taking into account the heating of the battery. For example, the control device 140 can use the maximum torque current ratio control method to control the d-axis current _id of the motor 120 , which can make the motor achieve higher efficiency without considering the battery heating requirement. Thus, the control device 140 provides a flexible motor control scheme: when the battery 110 needs to be heated, the first working mode can be used to increase the heat loss of the motor 120 to heat the battery 110; when there is no need to heat the battery 110, The motor can be operated efficiently using the second mode of operation.

In the embodiment shown in FIG. 1, the motor 120 can be a permanent magnet synchronous motor, but the present invention is not limited thereto. The motor 120 can be any battery-powered motor that can be powered by a battery by controlling _the d-axis current id via heat transfer components. A motor that provides the specified heat. The motor 120 may be a hidden-pole motor, a salient-pole motor, or a motor of any suitable structure.

The heat transfer component 130 may be a heat exchange pipe connecting the battery 110 and the motor 120 and passing cooling liquid therein. Wherein, the cooling liquid may be water, or any other suitable liquid with cooling function.

The operation mode of the motor includes a static mode, a dynamic mode, and the like. When the motor is in static mode, the torque output by the motor is zero, and the motor does not need to output mechanical energy at this time. When the motor is in the dynamic mode, the torque output by the motor is not zero, and at this time, the motor outputs mechanical energy to the outside.

The d-axis current mode of the motor refers to the type of _d -axis current id, which includes positive DC mode, negative DC mode, sine wave mode, square wave mode, and so on.

The predetermined heating power P _heat may be calculated according to the actual heating demand, may be determined according to empirical values, or may be manually input and so on.

In the context of the present invention, the term "heat loss equivalent phase resistance R _sum of the motor" is intended to mean the equivalent phase resistance value at which heat loss occurs in the motor and the lost heat is delivered to the battery by the heat transfer member for heating. In the embodiment shown in Figure 1, the components in the motor that generate heat loss include the power electronics in the motor (for example, the inverter that converts the DC power supplied by the battery to the AC power required by the motor), the stator windings in the motor . Thus, the heat loss equivalent phase resistance R _sum includes the stator equivalent phase resistance R _s of the motor and the equivalent phase resistance R _inv of the electrical and electronic components of the motor. But the present invention is not limited thereto, and the heat loss equivalent phase resistance R _sum may also include any suitable resistance capable of generating heat loss and transferring the heat loss to the battery.

The control of the _d- axis current id under the condition that the operation mode of the motor is the static mode will be described in detail below in conjunction with the embodiment shown in FIG. 1 .

In the embodiment shown in FIG. 1 , when the operating mode of the motor is the static mode, the q-axis current i _q of the motor may be approximately zero. In the first working mode, in order to make the heat loss generated by the motor 120 P _heat , _the d-axis current id of the motor 120 can be controlled according to the following formula:

The heat loss P _heat generated by the motor 120 is transferred to the battery 110 by using the heat transfer member 130 , so as to provide power P _heat for the battery 110 for heating. Optionally, the heat transfer component 130 can also cool down the motor 120 by transferring the heat loss generated by the motor 120 to the battery 110 .

Further, when the d-axis current mode of the motor is positive DC mode, in order to make the heat loss generated by the motor 120 provide heating power P _heat for the battery 110 via the heat transfer component 130, the d-axis current _id of the motor 120 can be controlled as :

Among them, the heat loss of the motor includes both the heat loss generated by the stator equivalent phase resistance R _s and the heat loss generated by the equivalent phase resistance R _inv of electronic and electronic devices.

Similarly, if the d-axis current mode of the motor is a negative DC mode, in order to make the heat loss generated by the motor 120 provide heating power P _heat for the battery 110 via the heat transfer component 130, _the d-axis current id of the motor 120 can be controlled for:

In addition, if the d-axis current mode of the motor is a sine wave mode, in order to enable the heat loss generated by the motor 120 to provide heating power P _heat for the battery 110 via the heat transfer component 130, the d-axis current _id of the motor 120 can be controlled as :

In addition, if the d-axis current mode of the motor is a square wave mode, that is, the d-axis current i _d can be expressed as:

At this time, in order to enable the heat loss generated by the motor 120 to provide heating power P _heat to the battery 110 via the heat transfer component 130, the coefficient I _m in _the d-axis current id of the motor 120 can be controlled as:

It can be seen that when the operation mode of the motor is the static mode, since the heat loss equivalent phase resistance R _sum is generally a fixed parameter of the motor, the _d -axis current id can be changed with the change of the heating power P _heat . As shown in Table 1, the relationship between the heating power _P _heat and the d-axis current id can be presented in a one-dimensional form.

Table 1 Relationship between heating power and d-axis current in static mode

In the following, the control of the _d -axis current id will be specifically described in conjunction with the embodiment shown in FIG. 1 when the motor is in a dynamic mode.

In the embodiment shown in FIG. 1 , when the operation mode of the motor is the dynamic mode, the q-axis current i _q of the motor is not zero. In the first working mode, in order to make the heat loss generated by the motor 120 P _heat , _the d-axis current id of the motor 120 can be controlled according to the following formula:

Among them, i _s is the effective value of the phase current of the motor, T _e is the electromagnetic torque of the motor, and Ω is the mechanical speed of the motor. The q-axis current i _q is a function of the electromagnetic torque T _e and the mechanical speed Ω of the motor. The q-axis current i _q can be determined by the electromagnetic torque T _e and the mechanical speed Ω according to the actual operating conditions, for example, by looking up a table, etc. Sure.

It can be seen that the d-axis current i _d can be determined according to the effective value of the phase current _is and the q-axis current i _q . Since the phase current effective value i _s can be determined based on the heat loss equivalent phase resistance R _sum and the predetermined heating power P _heat , the q-axis current i _q can be determined based on the electromagnetic torque _Te and the mechanical speed Ω, thus, d The shaft current can be determined based on the heat loss equivalent phase resistance R _sum , the predetermined heating power P _heat , the electromagnetic torque _Te and the mechanical rotational speed Ω.

Since the heat loss equivalent phase resistance R _sum is generally a fixed parameter of the motor, the control of the _d -axis current id can be changed with the change of the electromagnetic torque _Te , the mechanical speed Ω and the heating power P _heat . Optionally, for a given heating power, the relationship between the electromagnetic torque T _e , the mechanical rotational speed Ω and _the d-axis current id can be presented in a two-dimensional table. Table 2 shows the d-axis current _id under different mechanical speed Ω and electromagnetic torque T _e when the given heating power is 3kW.

It should be understood that a powertrain according to the foregoing embodiments of the present invention may be incorporated into a vehicle. The battery in the power system may be a battery in an electric vehicle, for example, any suitable battery that can be applied to an electric vehicle, such as a lithium iron phosphate battery, a ternary lithium battery, a nickel-metal hydride battery, or the like. The electric motor in the powertrain can be the electric motor in an electric vehicle, which converts the electrical energy provided by the battery into the mechanical energy required by the vehicle. The control device can be a controller dedicated to the motor, or it can be integrated into other electronic control units ECU and domain control unit DCU of the vehicle.

FIG. 2 illustrates a motor control method 2000 according to one embodiment of the present invention. The motor control method 2000 is used to control the _d -axis current id of a motor (eg, a permanent magnet synchronous motor). The motor is powered by the battery, and the heat transfer component can transfer the heat loss generated by the motor to the battery to heat the battery.

The motor control method 2000 includes a first operating mode M210 (eg, heating mode). In the first working mode M210: the _d -axis current id of the motor is controlled so that the heat loss generated by the motor can provide a predetermined heating power P _heat for the battery. Wherein, the d-axis current _id can be determined based on at least the heat loss equivalent phase resistance R _sum of the motor, the operating mode of the motor and a predetermined heating power P _heat . The motor control method 2000 in the first working mode M210 can only use heat transfer components to provide specified heating power for the battery without additional configuration of heat pump equipment, electric heating equipment and the like. This greatly reduces the equipment cost and floor space required for battery heating, and does not need to arrange additional circuits for battery heating, especially without additionally arranging high-voltage circuits.

The motor control method 2000 may also include a second operating mode M220 (eg, normal mode). In the second working mode M220 : _the d-axis current id of the motor is controlled without considering heating the battery. As an example, the motor control method 2000 in the second working mode M220 can use the control scheme of maximum torque current ratio to control the d-axis current _id of the motor, which can make the motor reach a higher s efficiency. It should be noted that the motor control method 2000 may also adopt any other suitable current control schemes that do not consider battery heating in the second working mode M220. Therefore, the motor control method 2000 includes two working modes to control the d-axis current _id of the motor: when the battery needs to be heated, the motor control method 2000 controls the d-axis current _id in the first working mode M210 to provide the battery with a specified heating power; and when the battery does not need to be heated, the motor control method 2000 controls _the d-axis current id in other ways in the second working mode M220, which can, for example, enable the motor to have higher efficiency compared to the first working mode M210 .

In the first working mode M210 of the motor control method 2000, the determination of _the d-axis current id of the motor can also be based on the d-axis current mode of the motor. Similar to the previous embodiments, the d-axis current mode includes a positive direct current mode, a negative direct current mode, a sine wave mode, a square wave mode, and the like.

In the embodiment shown in Fig. 2, the motor may be a permanent magnet synchronous motor, but the present invention is not limited thereto, the motor may be any motor that can be powered by a battery and can provide a specified value for the battery by controlling _the d-axis current id via heat transfer components. Heat from the motor. The motor may be a hidden pole motor, a salient pole motor or any suitable structure. The heat transfer component may be a heat exchange pipe connecting the battery and the motor and through which cooling liquid flows. Wherein, the cooling liquid may be water, or any other suitable liquid with cooling function. The operating modes of the motor include static mode and dynamic mode. When the motor is in static mode, the output torque of the motor is zero, and the motor does not need to output mechanical energy at this time; when the motor is in dynamic mode, the output torque of the motor is not zero, and the motor outputs mechanical energy to the outside at this time. The equivalent phase resistance R _sum of heat loss includes the equivalent phase resistance R _s of the motor stator and the equivalent phase resistance R _inv of electronic and electronic devices. The predetermined heating power P _heat can be calculated according to the actual heating demand, can also be determined according to empirical values, can be received from the battery terminal, or can be obtained from other controllers (for example, other electronic control systems of the vehicle) unit ECU, domain control unit DCU), or can be manually input and so on.

In the first working mode M210 of the motor control method 2000, when the operating mode of the motor is the static mode (that is, when the motor does not need to output mechanical energy externally), the heat loss equivalent phase resistance R _sum and the predetermined heating power can be P _heat determines the d-axis current _id by the following formula:

Controlling the motor according to the _d -axis current id determined by the above formula can cause the motor to generate heat loss with a power of P _heat , and the heat loss can be transferred to the battery through the heat transfer component to provide the battery with heating power with a power of P _heat .

In the first working mode M210 of the motor control method 2000, when the operating mode of the motor is a dynamic mode (that is, when the motor outputs mechanical energy to the outside), in order to make the heat loss generated by the motor be P _heat , the motor can be controlled according to the following formula The d-axis current i _d :

That is, the d-axis current id can be determined based on the heat loss equivalent phase resistance R _sum , the predetermined heating power P _heat , the electromagnetic torque _Te and the mechanical rotational speed _Ω .

It should be noted that the above descriptions do not take into account the energy loss in the heat transfer process. However, those skilled in the art can easily imagine that a certain energy loss will be generated according to actual working conditions during the actual heat transfer process, and a certain amount of energy loss will be made when calculating _the d-axis current id.

The motor control method according to the foregoing embodiments of the present invention can be implemented by a computer program. The computer program may take the form of instructions stored on a computer storage medium. By way of example, such computer storage media can include random access memory RAM, read only memory ROM, electrically programmable read only memory EPROM, electrically erasable read only memory EEPROM, or optical disk storage devices, magnetic disk storage devices, or other magnetic A storage device or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a processor.

FIG. 3 shows a block diagram of a control device 3000 according to an exemplary embodiment of the present invention. Wherein, the control device 3000 includes a memory 310 and a processor 320 . Although not shown in FIG. 3 , the control device 3000 also includes a computer program stored in the memory 310 and operable on the processor 320 , so as to implement various steps in the motor control method in the foregoing embodiments. Among them, the memory 310 can be a random access memory RAM, a read-only memory ROM, an electrically programmable read-only memory EPROM, an electrically erasable read-only memory EEPROM, or an optical disk storage device, a magnetic disk storage device, or can be used to carry or store a machine Any other medium that can execute desired program code in the form of instructions or data structures and that can be accessed by processor 320 . The processor 320 may be any appropriate special-purpose processor or general-purpose processor such as a field programmable array FPGA, an application-specific integrated circuit ASIC, or a digital signal processing circuit DSP. In a vehicle application scenario, the control device 3000 can be independently used as a motor control device, or can be combined in other processing devices such as an electronic control unit ECU, a domain control unit DCU, and the like.

It should be understood that some of the block diagrams shown in the drawings of the present invention are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different network and/or processor means and/or microcontroller means.

It should also be understood that in some alternative implementations, the functions/steps included in the aforementioned methods may occur out of the order noted in the flowcharts. For example, two functions/steps shown in succession may be executed substantially concurrently or even in the reverse order. It depends on the functions/steps involved.

To sum up, the motor control solution according to one aspect of the present invention can provide specified heating power for the battery by controlling the d-axis current of the motor and only using heat transfer components. This motor control scheme does not need to configure additional heat pump equipment, electric heating equipment (such as positive temperature coefficient PTC elements, high-voltage electric heater HVH) for the battery, and does not need to arrange high-voltage lines for these additional equipment. According to one aspect of the present invention, the control operation in the motor control scheme can be realized by using the original controller of the motor without additional configuration of hardware to control the heating equipment, which makes the scheme simple in structure and easy to implement without relying on the chip supply chain .

In addition, the motor control scheme according to an aspect of the present invention can provide multiple motor d-axis current control modes for selection, so that users can flexibly control the d-axis current of the motor according to actual working conditions and needs. For example, when the ambient temperature is lower than the operating temperature of the battery, the control of the d-axis current can be switched to the heating mode (that is, the above-mentioned first operating mode), so that the motor provides the specified heating power for the battery. At this time, The motor makes a compromise between high efficiency and heating the battery; and when the ambient temperature is within the operating temperature of the battery, the control of the d-axis current can be switched to the normal mode (ie, the above-mentioned second working mode), so that the motor keeps High energy efficiency.

Although only some embodiments of the present invention have been described above, those skilled in the art should understand that the present invention can be implemented in many other forms without departing from its gist and scope. While only certain features of the invention have been illustrated and described above, many modifications and changes will occur to those skilled in the art. Moreover, it should be understood that components of the various embodiments disclosed above may be combined or exchanged with each other. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.

Claims

A motor control method, characterized in that the motor is powered by a battery, and the heat loss generated by the motor is transferred to the battery via a heat transfer component to heat the battery,

The motor control method includes a first working mode, and in the first working mode:

The d -axis current id of the motor is controlled so that the heat loss generated by the motor provides a predetermined heating power P heat for the battery.
The motor control method according to claim 1, wherein,

The d-axis current id is determined based on at least the heat loss equivalent phase resistance R sum of the motor, the operating mode of the motor and a predetermined heating power P heat .
The motor control method according to claim 1, wherein,

The operating modes of the electric motor include a static mode and a dynamic mode.
The motor control method according to claim 3, wherein, in the first working mode:

When the operation mode of the motor is the static mode, the d-axis current id is determined by the following formula based on the heat loss equivalent phase resistance R sum and the predetermined heating power P heat :
The motor control method according to claim 3, wherein, in the first working mode:

When the operation mode of the motor is the dynamic mode, based on the heat loss equivalent phase resistance R sum , the predetermined heating power P heat , the electromagnetic torque Te of the motor and the mechanical speed Ω determines the d-axis current i d by the following formula:

Wherein, the q-axis current i q of the motor is a function of the electromagnetic torque T e and the mechanical rotational speed Ω.
The motor control method according to claim 1, wherein the heat loss equivalent phase resistance R sum of the motor at least includes the equivalent phase resistance R s of the stator of the motor and the electrical and electronic components of the motor Equivalent phase resistance R inv .
The motor control method according to claim 1, wherein said determination of said d-axis current id of said motor is at least further based on a d-axis current pattern of said motor.
The motor control method according to claim 7, wherein the d-axis current mode includes at least a positive DC mode, a negative DC mode, a sine wave mode and a square wave mode.
The motor control method according to claim 1, wherein the motor control method further comprises a second working mode, and in the second working mode:

The d -axis current id of the motor is controlled regardless of heating the battery.
A control device, comprising a memory, a processor, and a computer program stored on the memory and operable on the processor, characterized in that, when the processor executes the computer program, the computer program according to claims 1 to 9 is implemented. The steps of any one of the control methods.
A power system, characterized by comprising a battery, a heat transfer component, an electric motor, and a control device according to claim 10 .
A vehicle comprising the power system according to claim 11.
A computer-readable storage medium, on which a computer program is stored, wherein, when the computer program is executed by a processor, the steps of the control method according to any one of claims 1 to 9 are realized.