A single-pedal control method for an electric loader

Abstract

This invention discloses a one-pedal control method for an electric loader, belonging to the technical field of electric loader technology. The method includes the following steps: S100, obtaining driving intention; S200, calculating the torque requested by the accelerator pedal; S300, calculating the output torque by the accelerator pedal; S400, calculating the final torque requested by the VCU. The one-pedal mode is tailored to the loader's operating conditions. Loading operations often involve frequent deep accelerator and brake operations. The one-pedal mode adjusts the driving force and energy recovery intensity in real time based on vehicle speed and accelerator depth. The driver can easily control the vehicle speed using only the accelerator pedal, thus solving problems such as vehicle start-up, wheel slippage, and reducing the number of braking operations.

Description

Technical Field

[0001] This invention belongs to the field of electric loader technology, specifically a single-pedal control method for an electric loader. Background Technology

[0002] With strong national support for new energy vehicles and the development of this trend, the development of new energy construction machinery is intensifying. This method, tailored to the characteristics of new energy, significantly improves the energy consumption, driving comfort, and convenience of new energy loaders.

[0003] One-pedal mode refers to using the accelerator pedal to control the vehicle's acceleration and deceleration. Pressing the accelerator pedal accelerates the vehicle, and releasing it allows for energy recovery through electric braking to decelerate. This method enables the vehicle to recover energy effectively during driving, increasing its driving range. It also reduces the number of times and the force required for the driver to press the brake pedal, thus reducing driver fatigue and the burden on hydraulic brakes, and extending the lifespan of the brake pads.

[0004] A search revealed a Chinese invention patent: a method, device, equipment, and storage medium for controlling one-pedal mode of an electric vehicle (application number CN202210044209.2, application date 20220429). This application, by detecting the activation of one-pedal mode, acquires the accelerator pedal opening of the electric vehicle, determines the driver's driving intention based on the accelerator pedal opening, determines the target torque requirement under the current operating condition based on the driving intention, and controls the torque of the electric vehicle based on the target torque requirement. This improves the control speed and efficiency of one-pedal mode, making the actual performance of the vehicle in one-pedal mode match the driver's driving intention, improving the accuracy of one-pedal vehicle control, and ensuring the power and smoothness of actual driving. However, the shortcoming of this application is that it cannot accurately determine the vehicle's power and control requirements. Summary of the Invention

[0005] 1. The technical problem that the invention aims to solve

[0006] The purpose of this invention is to solve the problem that the multi-pedal coordinated control operation of electric loaders is complicated and easily damages the braking device.

[0007] 2. Technical Solution

[0008] To achieve the above objectives, the technical solution provided by the present invention is as follows:

[0009] The present invention provides a single-pedal control method for an electric loader, comprising the following steps:

[0010] S100, Obtain driving intent;

[0011] S200, calculate the torque requested by the accelerator pedal;

[0012] S300, calculate the output torque of the accelerator pedal;

[0013] S400, calculate the final VCU requested torque.

[0014] Preferably, step S100 specifically involves acquiring driving intent and determining torque analysis mode. The acquisition of driving intent is determined by gear position, vehicle speed, accelerator pedal travel, current vehicle speed, and accelerator pedal opening. The torque analysis mode includes forward 1st gear acceleration torque analysis, forward 1st gear deceleration torque analysis, forward 2nd gear acceleration torque analysis, forward 2nd gear deceleration torque analysis, reverse 1st gear acceleration torque analysis, reverse 2nd gear acceleration torque analysis, reverse 1st gear deceleration torque analysis, and reverse 2nd gear deceleration torque analysis.

[0015] Preferably, step S200 specifically involves calculating the accelerator pedal requested torque based on the torque analysis mode determined in step S100.

[0016] Preferably, step S300 specifically involves calculating the accelerator pedal requested torque coefficient based on the current vehicle speed and accelerator map, and then multiplying the corrected torque coefficient with the accelerator pedal requested torque obtained in step S200 to calculate the accelerator pedal output torque.

[0017] Preferably, step S400 specifically involves obtaining the final VCU requested torque based on the accelerator pedal output torque obtained in step S300, combined with the torque limit calculated from the motor parameters, the torque limit calculated from the battery parameters, PI speed regulation, torque filtering, and other parameters.

[0018] Preferably, the formula for calculating the accelerator pedal requested torque in step S200 is:

[0019] Y 1 (n)=α1X 1 (n) (1)

[0020] α1 = Accelerator pedal opening;

[0021] X 1 (n) = The torque requested by the accelerator pedal;

[0022] Y 1 (n) = The torque requested by the accelerator pedal;

[0023] Y 1 (n) Output to formula (2) as X 2 (n) .

[0024] Preferably, the formula for calculating the accelerator pedal output torque in step S300 is:

[0025] Y 2 (n) =α2X 2 (n) (2)

[0026] α2 = Torque coefficient;

[0027] X 2 (n) = The torque requested by the accelerator pedal;

[0028] Y 2 (n) =Throttle pedal output torque;

[0029] Y 2 (n) Output to formula (4) as X 3 (n) ;

[0030] Note: α2 is obtained by referring to the table based on the accelerator pedal opening and vehicle speed.

[0031] Preferably, the formula for the accelerator pedal compensation torque is:

[0032] Y 3 (n) =α3T+Y 3 (n-1) (3)

[0033] Z 1(n) =X 3 (n) +Y 3 (n) (4)

[0034] α3 = Accelerator pedal compensation slope coefficient;

[0035] T = Single-step sampling time of the accelerator pedal compensation slope coefficient;

[0036] Y 3 (n-1) = The accelerator pedal compensation torque calculated last time;

[0037] Y 3 (n) =The accelerator pedal compensation torque calculated in this instance;

[0038] X 3 (n) =Throttle pedal output torque;

[0039] Z 1(n) = The accelerator pedal torque after compensation;

[0040] Z 1(n) Output to formula (8) as X 4 (n) ;

[0041] Note: α3 is based on Y 3 (n) With Y 3 (n-1) Determine whether Y is positive or negative. 3 (n) -Y 3 (n-1) If Y > 0, a positive torque needs to be added, and α3 is a positive coefficient; if Y 3 (n) -Y 3 (n-1) <0, negative torque needs to be added, α3 is a negative coefficient;

[0042] The formula for calculating the torque of PI regulation is:

[0043] P i K i(n) =(s1-s2)k i +P i K i(n-1) (5)

[0044] P i K p(n) =(s1-s2)k p (6)

[0045] P i(n) =P i K i(n) +P i K p(n) (7)

[0046] Y 4 (n) =X 4 (n) +P i(n) (8)

[0047] s1 = calibrated motor speed value;

[0048] s2 = actual motor speed;

[0049] k i =PI adjustment coefficient I;

[0050] k p =PI adjustment coefficient P;

[0051] P i K i(n-1) = The I value of the PI adjustment calculated last time;

[0052] P i K i(n) = The I value of PI adjustment calculated in this instance;

[0053] P i K p(n) = The P-value of the PI adjustment calculated in this instance;

[0054] P i(n) =The total value of PI adjustment calculated in this instance;

[0055] X 4 (n) = The accelerator pedal torque after compensation;

[0056] Y 4 (n) = Torque output value after PI adjustment;

[0057] Y 4 (n) Output to the formula as X 5 (n) ;

[0058] The formula for calculating the maximum charge / discharge power limiting torque is:

[0059]

[0060] If X 5 (n) <Y 5 (n) ,

[0061] If X 5 (n) >Y 5 (n) ,

[0062] P = Maximum charging and discharging power;

[0063] n = motor speed;

[0064] Y 5 (n) = The maximum requested torque of the VCU calculated based on the maximum charge and discharge power;

[0065] X 5 (n) = Torque output after PI regulation;

[0066] =VCU requested torque;

[0067] Output to formula (10) as X 6(n) ;

[0068] The formula for the final torque of the VCU after filtering is:

[0069] Y 6 (n) =α4X 6 (n) +(1-α4)Y 6 (n-1) (10)

[0070] α4 = Filter coefficient

[0071] X 6 (n) =VCU requested torque

[0072] Y 6 (n-1) =VCU final torque calculated last time

[0073] Y 6 (n) = Final torque of VCU calculated in this instance

[0074] Note: The smaller α4 is, the more stable the filtering result and the lower the sensitivity; the larger α4 is, the higher the sensitivity and the less stable the filtering result.

[0075] 3. Beneficial effects

[0076] Compared with the prior art, the technical solution provided by this invention has the following advantages:

[0077] This invention discloses a one-pedal control method for an electric loader, comprising the following steps: S100, obtaining driving intention; S200, calculating the torque requested by the accelerator pedal; S300, calculating the output torque by the accelerator pedal; S400, calculating the final torque requested by the VCU. The one-pedal mode is tailored to the loader's operating conditions. Loading operations often involve frequent deep accelerator and brake operations. The one-pedal mode adjusts the driving force and energy recovery intensity in real time based on vehicle speed and accelerator depth. The driver can easily control the vehicle speed using only the accelerator pedal, thus solving problems such as vehicle start-up and wheel slippage, and reducing the number of braking operations. Attached Figure Description

[0078] Figure 1 This is a flowchart of a single-pedal control method for an electric loader according to the present invention;

[0079] Figure 2 A schematic diagram showing the curve of torque requested by the accelerator pedal when accelerating in first gear in this embodiment;

[0080] Figure 3This is a schematic diagram illustrating the output of the torque requested by the accelerator pedal when accelerating in first gear in this embodiment.

[0081] Figure 4 This is a schematic diagram showing the curve of the accelerator pedal torque requested when decelerating in reverse 2 gears in this embodiment;

[0082] Figure 5 This is a schematic diagram illustrating the output of the torque requested by the accelerator pedal when decelerating in reverse gear 2 in this embodiment.

[0083] Figure 6 This is a schematic diagram of the torque coefficient curve derived from vehicle speed and accelerator pedal opening in this embodiment;

[0084] Figure 7 This is a schematic diagram illustrating the output of the torque coefficient derived from vehicle speed and accelerator pedal opening in this embodiment.

[0085] Figure 8 This is a schematic diagram of the driving state switching in this embodiment. Detailed Implementation

[0086] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0087] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0088] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0089] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0090] Furthermore, the terms "installation," "setup," "equipped with," "connection," "linking," and "socketing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0091] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0092] Example 1

[0093] See attached document Figure 1 This embodiment of a single-pedal control method for an electric loader includes the following steps:

[0094] S100, Obtain driving intent;

[0095] S200, calculate the torque requested by the accelerator pedal;

[0096] S300, calculate the output torque of the accelerator pedal;

[0097] S400, calculate the final VCU requested torque.

[0098] The method in this embodiment matches the single-pedal mode with the working conditions of the loader. Loading operations are often accompanied by frequent deep throttle and deep braking operations. The single-pedal mode adjusts the driving force and energy recovery intensity in real time according to the vehicle speed and throttle depth. The driver can easily control the vehicle speed by using only the accelerator pedal, which solves the problems of starting the vehicle and wheel slippage, and also reduces the number of braking operations.

[0099] Step S100 specifically involves acquiring driving intent and determining torque analysis mode. The acquisition of driving intent is determined by gear position, vehicle speed, accelerator pedal travel, current vehicle speed, and accelerator pedal opening. The torque analysis mode includes forward 1st gear acceleration torque analysis, forward 1st gear deceleration torque analysis, forward 2nd gear acceleration torque analysis, forward 2nd gear deceleration torque analysis, reverse 1st gear acceleration torque analysis, reverse 2nd gear acceleration torque analysis, reverse 1st gear deceleration torque analysis, and reverse 2nd gear deceleration torque analysis.

[0100] Specifically, step S200 involves calculating the accelerator pedal requested torque based on the torque analysis mode determined in step S100.

[0101] Specifically, step S300 involves calculating the accelerator pedal requested torque coefficient based on the current vehicle speed and accelerator map, and then multiplying the corrected torque coefficient with the accelerator pedal requested torque obtained in step S200 to calculate the accelerator pedal output torque.

[0102] Specifically, step S400 involves obtaining the final VCU requested torque based on the accelerator pedal output torque obtained in step S300, combined with the torque limit calculated from the motor parameters, the torque limit calculated from the battery parameters, PI speed regulation, torque filtering, and other parameters.

[0103] The formula for calculating the requested torque of the accelerator pedal in step S200 is as follows:

[0104] Y 1 (n) =α1X 1 (n) (1)

[0105] α1 = Accelerator pedal opening;

[0106] X 1 (n) = The torque requested by the accelerator pedal;

[0107] Y 1 (n) = The torque requested by the accelerator pedal;

[0108] Y 1 (n) Output to formula (2) as X 2 (n) .

[0109] The formula for calculating the accelerator pedal output torque in step S300 is as follows:

[0110] Y 2 (n) =α2X 2 (n)(2)

[0111] α2 = Torque coefficient;

[0112] X 2 (n) = The torque requested by the accelerator pedal;

[0113] Y 2 (n) =Throttle pedal output torque;

[0114] Y 2 (n) Output to formula (4) as X 3 (n) ;

[0115] Note: α2 is obtained by referring to the table based on the accelerator pedal opening and vehicle speed.

[0116] The formula for the accelerator pedal compensation torque is:

[0117] Y 3 (n) =α3T+Y 3 (n-1) (3)

[0118] Z 1(n) =X 3 (n) +Y 3 (n) (4)

[0119] α3 = Accelerator pedal compensation slope coefficient;

[0120] T = Single-step sampling time of the accelerator pedal compensation slope coefficient;

[0121] Y 3 (n-1) = The accelerator pedal compensation torque calculated last time;

[0122] Y 3 (n) =The accelerator pedal compensation torque calculated in this instance;

[0123] X 3 (n) =Throttle pedal output torque;

[0124] = The accelerator pedal torque after compensation;

[0125] Output to formula (8) as X 4 (n) ;

[0126] Note: α3 is based on Y 3(n) With Y 3 (n-1) Determine whether Y is positive or negative. 3 (n) -Y 3 (n-1) If Y > 0, a positive torque needs to be added, and α3 is a positive coefficient; if Y 3 (n) -Y 3 (n-1) <0, negative torque needs to be added, α3 is a negative coefficient;

[0127] The formula for calculating the torque of PI regulation is:

[0128] P i K i(n) =(s1-s2)k i +P i K i(n-1) (5)

[0129] P i K p(n) =(s1-s2)k p (6)

[0130] P i(n) =P i K i(n) +P i K p(n) (7)

[0131] Y 4 (n) =X 4 (n) +P i(n) (8)

[0132] s1 = calibrated motor speed value;

[0133] s2 = actual motor speed;

[0134] k i =PI adjustment coefficient I;

[0135] k p =PI adjustment coefficient P;

[0136] P i K i(n-1) = The I value of the PI adjustment calculated last time;

[0137] P i K i(n) = The I value of PI adjustment calculated in this instance;

[0138] P i K p(n) = The P-value of the PI adjustment calculated in this instance;

[0139] P i(n) =The total value of PI adjustment calculated in this instance;

[0140] X 4 (n) = The accelerator pedal torque after compensation;

[0141] Y 4 (n) = Torque output value after PI adjustment;

[0142] Y 4 (n) Output to the formula as X 5 (n) ;

[0143] The formula for calculating the maximum charge / discharge power limiting torque is:

[0144]

[0145] If X 5 (n) <Y 5 (n) Z 2(n) =X 5 (n)

[0146] If X 5 (n) >Y 5 (n) Z 2(n) =Y 5 (n)

[0147] P = Maximum charging and discharging power;

[0148] n = motor speed;

[0149] Y 5 (n) = Maximum requested torque of VCU calculated based on maximum charge / discharge power; X 5 (n) = Torque output after PI regulation;

[0150] =VCU requested torque;

[0151] Output to formula (10) as X 6 (n) ;

[0152] The formula for the final torque of the VCU after filtering is:

[0153] Y6 (n) =α4X 6 (n) +(1-α4)Y 6 (n-1) (10)

[0154] α4 = Filter coefficient

[0155] X 6 (n) =VCU requested torque

[0156] Y 6 (n-1) =VCU final torque calculated last time

[0157] Y 6 (n) = Final torque of VCU calculated in this instance

[0158] Note: The smaller α4 is, the more stable the filtering result and the lower the sensitivity; the larger α4 is, the higher the sensitivity and the less stable the filtering result.

[0159] Step S100 involves analyzing the driver's driving intention. The driving intention is determined by the gear position, vehicle speed, and accelerator pedal travel. For example, if the gear shift module detects that the gear is in first gear, the enabled torque is analyzed as first gear logic.

[0160] The system then determines the driver's intention to accelerate or decelerate based on the current vehicle speed and accelerator pedal opening. For example, if the vehicle speed is 0 km / h and the accelerator pedal opening is greater than 20%, the driver's intention is to accelerate. If the vehicle speed is 20 km / h and the accelerator pedal opening is less than 60%, the driver's intention is to decelerate. All the vehicle speed and accelerator pedal opening parameters mentioned above are calibrable and can be adjusted to appropriate values ​​based on actual conditions.

[0161] Based on the driver's intention, there are 8 torque analysis modes: forward 1st gear acceleration torque analysis, forward 1st gear deceleration torque analysis, forward 2nd gear acceleration torque analysis, forward 2nd gear deceleration torque analysis, reverse 1st gear acceleration torque analysis, reverse 2nd gear acceleration torque analysis, reverse 1st gear deceleration torque analysis, and reverse 2nd gear deceleration torque analysis.

[0162] Step S200 involves accelerator pedal torque analysis. After determining the driver's intention based on step S100, the system enters the mode corresponding to the eight torque types mentioned above, and then analyzes the current gear and accelerator map to calculate the requested accelerator pedal torque. Both acceleration and deceleration accelerator maps are calibrable parameters. For example, if the current gear is first gear and the driver's intention is acceleration, the requested accelerator pedal torque for acceleration in first gear is calculated based on the acceleration accelerator map for first gear. Figure 2 , Figure 3As shown. If the current gear is 2nd reverse, and the driver intends to decelerate, the torque requested by the accelerator pedal during deceleration in 2nd reverse is calculated based on the throttle map. For example... Figure 4 , Figure 5 As shown.

[0163] Step S300 involves analyzing the accelerator pedal torque coefficient. The requested torque coefficient is calculated based on the current vehicle speed and accelerator pedal position. For example, if step S2 determines the current mode is forward 1st gear acceleration torque analysis, the torque coefficient is analyzed based on the vehicle speed and accelerator pedal opening. Figure 6 , Figure 7 As shown. This coefficient is calibrable and its value is modified based on actual vehicle testing to meet driving comfort and energy feedback requirements. The accelerator pedal output torque is calculated by multiplying this torque coefficient by the torque obtained in step S200.

[0164] Step S4 is the VCU output torque analysis. After determining the accelerator pedal output torque in step S3, the final VCU requested torque is obtained by combining the torque limit calculated from the motor parameters, the torque limit calculated from the battery parameters, PI speed regulation, torque filtering, etc.

[0165] Figure 8 This is an additional function in the one-pedal driving mode, namely the torque analysis process for gear shifting during driving. This function takes into account the driver's shifting needs during driving, calculating the requested torque based on changes in gear position, accelerator pedal, vehicle speed, and motor speed. Gear shifting during driving is divided into four stages: forward 1st gear, forward 2nd gear, reverse 1st gear, and reverse 2nd gear. When the driving state is in a certain stage, torque analysis is performed according to the mode of that stage. If the driver intentionally shifts gears, the driving state jumps from the current stage to another stage, and torque analysis is performed according to the mode of that stage. Figure 8 As shown.

[0166] For example, if the current driving state is in first gear, the torque analysis parameters are calculated according to the parameters for first gear. If the driver wants to accelerate and wants to switch to second gear, and both the shift point and the overall vehicle condition are met, the driving state is allowed to switch to second gear. In this case, the torque analysis parameters are first calculated according to the parameters for first gear, and then a suitable engagement point is calculated based on the accelerator pedal, vehicle speed, and motor speed. Once the engagement point conditions are met, the torque analysis parameters are then calculated according to the parameters for second gear. This is done to avoid a jerky feeling during gear shifts, which would affect the driving experience.

[0167] If the current driving state is in first gear, the torque analysis parameters are calculated according to the parameters for first gear. If the driver intends to decelerate and change direction, and wants to switch to first gear (reverse), and both the shift point and the vehicle's overall condition are suitable, then the driving state is allowed to switch to first gear (reverse). In this case, the torque analysis parameters are initially calculated according to the parameters for first gear. Once the motor speed is below 50 rpm (which can be calibrated), the torque analysis parameters are then calculated according to the parameters for first gear (reverse). This is to ensure that when the vehicle switches to the opposite gear, it first performs coasting energy recovery according to the previous gear logic. Only after the vehicle speed has decreased should it switch to the torque analysis stage of the opposite gear. Otherwise, a large reverse torque will be generated, affecting the driving experience.

[0168] The above-described embodiments are merely illustrative of certain implementations of the present invention, and are described in a relatively specific and detailed manner. However, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements are all within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. An electric loader single pedal control method, characterized by, The method comprises the following steps: S100, obtaining a driving intention; S200, calculating a throttle pedal request torque; S300, calculating a throttle pedal output torque; S400, calculating a final VCU request torque; The formula for calculating the throttle pedal request torque in the step S200 is: Y 1 (n) = a1X 1 (n) (1) α1 = an accelerator pedal opening degree; X 1 (n) = calibrated throttle pedal request torque; Y 1 (n) = throttle pedal request torque; Y 1 (n) Output to formula (2) as X 2 (n) ; The formula for calculating the throttle pedal output torque in the step S300 is: Y 2 (n) = a2X 2 (n) (2) α2 = a torque coefficient; X 2 (n) = throttle pedal request torque; Y 2 (n) = accelerator pedal output torque; Y 2 (n) Output to formula (4) as X 3 (n) ; Note: α2 is obtained according to the accelerator pedal opening degree and the vehicle speed; The formula for calculating the throttle pedal compensation torque is: Y 3 (n) = a3T + Y 3 (n-1) (3) α3 = a throttle pedal compensation slope coefficient; T = a single-step sampling time of the throttle pedal compensation slope coefficient; Y 3 (n-1) = last calculated throttle pedal compensation torque; Y 3 (n) = accelerator pedal compensation torque of this calculation; X 3 (n) = accelerator pedal output torque; Output to Equation (8) as X 4 ( n) ; Note: a3 according to Y 3 (n) with Y 3 (n-1) Determine positive and negative, if Y 3 (n) -Y 3 (n-1) > 0, need to supplement positive torque, a3 is positive coefficient; if Y 3 (n) -Y 3 (n-1) < 0, need to supplement negative torque, a3 is negative coefficient; The formula for calculating the PI regulation torque is: P i K i(n) = (s1-s2)k i +P i K i(n-1) (5) P i K p(n) = (s1-s2)k p (6) P i(n) = P i K i(n) + P i K p(n) (7) Y 4 (n) = X 4 (n) + P i(n) (8) s1 = a calibrated motor speed value; s2 = an actual motor speed value; k i = PI regulation coefficient I; k p = PI regulation coefficient P; P i K i(n-1) = I value of PI regulation of last calculation; P i K i(n) = I value of PI regulation of this calculation; P i K p(n) = P value of PI regulation of this calculation; P i(n) = total value of PI regulation for this calculation; X 4 (n) = compensated accelerator pedal torque; Y 4 (n) = the torque output value after PI adjustment; Y 4 (n) Output to formula as X 5 (n) ; The formula for calculating the maximum charging and discharging power limit torque is: If X 5 (n) <Y 5 (n) , If X 5 (n) > Y 5 (n) , P = a maximum charging and discharging power; n = a motor speed; Y 5 (n) = VCU maximum requested torque calculated from maximum charge and discharge power X 5 (n) = PI regulated torque output; Output to Equation (10) as X 6 ( n) ; The formula for calculating the filtered VCU final torque is: Y 6 (n) = a4X 6 (n) + (1 - a4)Y 6 (n-1) (10) α4 = a filtering coefficient X 6 ( n) = VCU requested torque Y 6 (n-1) = VCU final torque from last calculation Y 6 (n) = VCU final torque of this calculation Note: the smaller α4 is, the more stable the filtering result is and the lower the sensitivity is; the larger α4 is, the higher the sensitivity is and the less stable the filtering result is.

2. An electrically powered loader single pedal control method as claimed in claim 1, characterized in that: The step S100 specifically comprises obtaining a driving intention and determining a torque analysis mode, the driving intention is determined through a gear position, a vehicle speed, a throttle pedal stroke, a current vehicle speed and a throttle pedal opening degree, and the torque analysis mode comprises forward 1st gear acceleration torque analysis, forward 1st gear deceleration torque analysis, forward 2nd gear acceleration torque analysis, forward 2nd gear deceleration torque analysis, reverse 1st gear acceleration torque analysis, reverse 2nd gear acceleration torque analysis, reverse 1st gear deceleration torque analysis and reverse 2nd gear deceleration torque analysis.

3. A single pedal control method for an electric drive loader as set forth in claim 2, wherein: The step S200 specifically comprises calculating a throttle pedal request torque according to the torque analysis mode determined in the step S100.

4. An electrically powered loader single pedal control method as claimed in claim 3, characterized in that: The step S300 specifically comprises calculating a throttle pedal request torque coefficient according to a current vehicle speed and a throttle map, multiplying the throttle pedal request torque obtained in the step S200 by the corrected torque coefficient to calculate a throttle pedal output torque.

5. An electrically powered loader single pedal control method as claimed in claim 4, characterised in that: The step S400 specifically comprises obtaining a final VCU request torque according to the throttle pedal output torque obtained in the step S300 and combining a torque limit calculated according to a motor parameter, a torque limit calculated according to a battery parameter, a PI speed regulation and a torque filtering.

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