A preload-adjustable power distribution method and system for electric logistics vehicles

Abstract

The present invention discloses a preload adjustable power distribution method and system for electric logistics vehicles, comprising: obtaining the loading status of the vehicle; determining the initial driving power based on the loading status; controlling the start of the logistics vehicle through the initial driving power; obtaining the body state of the logistics vehicle during driving; when the body state is in a climbing state, adding the climbing power to the initial driving power to obtain the final driving power, wherein the climbing power is equal to the motor peak power minus the initial driving power multiplied by the body state; when the body state is on a flat road, the initial driving power is equal to the final driving power; when the body state is in a downhill state, the initial driving power is multiplied by the excess climbing capacity to obtain the final driving power. It can automatically distribute and adjust power according to the actual use of the logistics vehicle, reduce the energy consumption of the logistics vehicle, and increase the cruising range.

Description

Technical Field

[0001] The present invention relates to the technical field of power control for electric logistics vehicles, and in particular to a preload-adjustable power distribution method and system for electric logistics vehicles. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] With the development of new energy logistics vehicles and the rise of the logistics industry, electric logistics vehicles have gradually entered people's lives, bringing great convenience to people's daily lives and shopping. In the widespread application of electric logistics vehicles, it is found that there are contradictions in the power and economy of electric logistics vehicles in actual applications. People want to carry more and run faster, but also want to save electricity and have a longer driving range. However, in the design stage of electric logistics vehicles, in order to ensure that the loading capacity and climbing ability meet the standards at the same time, the drive power is often designed to a fixed power that meets both the loading capacity and climbing ability. In this way, when the logistics vehicle is running unloaded or on flat roads, there will be a power surplus. The impact of the power surplus on people is that the logistics vehicle's energy consumption increases and the driving range is shortened.

[0004] The inventor believes that current electric logistics vehicles can only rely on fixed driving power to start and run, and cannot adjust the driving power in a timely manner according to their own loading status and road slope conditions, which leads to technical problems such as increased energy consumption and shortened cruising range of logistics vehicles. Summary of the Invention

[0005] In order to solve the above problems, the present invention proposes a preload adjustable power distribution method and system for electric logistics vehicles, which can determine the initial driving power according to the loading status of the logistics vehicle to control the start of the logistics vehicle. After the logistics vehicle is started according to the initial driving power, the final driving power is determined according to the body status of the logistics vehicle. The operation of the logistics vehicle is controlled by the final driving power. The power can be automatically distributed and adjusted according to the actual use of the logistics vehicle, thereby reducing the energy consumption of the logistics vehicle and increasing the cruising range.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] First, a preload-adjustable power distribution method for an electric logistics vehicle is proposed, comprising:

[0008] Get the loading status of the logistics vehicle;

[0009] Determine the initial driving power according to the loading status;

[0010] Control the start of the logistics vehicle through the initial driving power;

[0011] After starting, obtain the body status of the logistics vehicle during driving;

[0012] When the vehicle body is in a climbing state, the initial driving power is added to the climbing power to obtain the final driving power, where the climbing power is equal to the motor peak power minus the initial driving power multiplied by the vehicle body state;

[0013] When the vehicle body is on a flat road, the initial driving power is equal to the final driving power;

[0014] When the vehicle body is in a downhill state, the initial driving power is multiplied by the excess climbing ability to obtain the final driving power, where the excess climbing ability is equal to 1 minus the third index, and the third index is equal to the percentage of the vehicle body state in the minimum downhill state multiplied by the basic index;

[0015] The operation of the logistics vehicle is controlled by the final drive power.

[0016] Secondly, a preload-adjustable power distribution system for electric logistics vehicles is proposed, including:

[0017] The logistics vehicle start control module is used to obtain the loading status of the logistics vehicle and determine the initial driving power according to the loading status; the initial driving power is used to control the start of the logistics vehicle;

[0018] The logistics vehicle operation control module is used to obtain the body state of the logistics vehicle during driving after startup; when the body state is a climbing state, the initial driving power is added to the climbing power to obtain the final driving power, wherein the climbing power is equal to the motor peak power minus the initial driving power multiplied by the body state; when the body state is on a flat road, the initial driving power is equal to the final driving power; when the body state is a downhill state, the initial driving power is multiplied by the excess climbing ability to obtain the final driving power, wherein the excess climbing ability is equal to 1 minus the third index, and the third index is equal to the percentage of the body state in the minimum downhill state multiplied by the basic index; the operation of the logistics vehicle is controlled by the final driving power.

[0019] In a third aspect, an electronic device is proposed, comprising a memory and a processor, and computer instructions stored in the memory and running on the processor. When the computer instructions are run by the processor, the steps described in a method for preload adjustable power distribution for an electric logistics vehicle are completed.

[0020] In a fourth aspect, a computer-readable storage medium is proposed for storing computer instructions. When the computer instructions are executed by a processor, the steps described in a method for preload-adjustable power distribution for an electric logistics vehicle are completed.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] 1. The present invention can determine the initial driving power according to the loading status of the logistics vehicle to control the start of the logistics vehicle. After the logistics vehicle is started according to the initial driving power, the final driving power is determined according to the body status of the logistics vehicle. The operation of the logistics vehicle is controlled by the final driving power. The power can be automatically distributed and adjusted according to the actual use of the logistics vehicle, thereby reducing the energy consumption of the logistics vehicle and increasing the cruising range.

[0023] 2. When determining the initial driving power and the final driving power, the present invention also determines the initial recovery power and the final recovery power. Energy is recovered through the recovery power to further improve the cruising range.

[0024] Advantages of additional aspects of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings in the specification, which constitute a part of this application, are used to provide further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute improper limitations on this application.

[0026] Figure 1 This is a flow chart of the method disclosed in Example 1;

[0027] Figure 2 This is a diagram of the hardware structure used in the method disclosed in Example 1;

[0028] Figure 3 This is a diagram of the hardware connection relationship disclosed in Example 1;

[0029] Figure 4 This is a schematic diagram of the loading state determination principle disclosed in Example 1;

[0030] Figure 5 This is a schematic diagram of the vehicle body state when on a flat road according to Example 1;

[0031] Figure 6 This is a schematic diagram of the vehicle body state when climbing a slope disclosed in Example 1;

[0032] Figure 7 This is a schematic diagram of the vehicle body state when it is downhill according to Example 1;

[0033] Figure 8 This is a schematic diagram of the display status of the combination instrument disclosed in Example 1.

[0034] Among them: 1. Rear axle electronic buffer, 2. Tilt sensor, 3. Motor controller, 4. DPC reset switch, 5. Instrument cluster, 6. Brake pedal, 7. Electronic accelerator pedal, 8. High-voltage power battery, 9. Drive motor. DETAILED DESCRIPTION

[0035] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0036] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present application belongs.

[0037] Example 1

[0038] In this embodiment, a method for preload adjustable power distribution for an electric logistics vehicle is disclosed, such as Figures 1-8 Shown, including:

[0039] S1: Obtain the loading status of the logistics vehicle; determine the initial driving power according to the loading status; and control the start of the logistics vehicle through the initial driving power.

[0040] The electric logistics vehicle disclosed in this embodiment has two modes: adjustable power distribution mode and normal mode.

[0041] When the logistics vehicle is powered on and the DPC reset switch 4 turns on the normal mode, the logistics vehicle is in the normal mode; when the DPC reset switch 4 turns on the adjustable power distribution mode, the logistics vehicle is in the adjustable power distribution mode, and the resistance value of the rear axle electronic buffer 1 is obtained; according to the resistance value of the rear axle electronic buffer 1, the loading status of the logistics vehicle is determined.

[0042] The status of the DPC reset switch is displayed through the instrument cluster 5. When the DPC reset switch 4 is not turned on, the "DPC" indicator light on the instrument cluster 5 is off. When the DPC reset switch 4 is turned on, the green "DPC" indicator light on the instrument cluster 5 is lit.

[0043] The rear axle electronic buffer includes a left and right electronic buffer. The left and right electronic buffers transmit different resistance values ​​to the motor controller 3 based on the telescopic length reflected by the load mass. The motor controller 3 obtains the resistance values ​​of the left and right electronic buffers and determines the resistance value of the rear axle electronic buffer 1 based on these values.

[0044] Specifically, the motor controller 3 obtains the resistance value of the rear axle electronic buffer 1 by averaging the resistance values ​​of the left electronic buffer and the right electronic buffer.

[0045] R=(R1+R2) / 2.

[0046] Among them, R is the resistance value of the rear axle electronic buffer, R1 is the resistance value of the left electronic buffer, and R2 is the resistance value of the right electronic buffer.

[0047] When the resistance value of the rear axle electronic buffer 1 is the first resistance value, the loading state of the logistics vehicle is equal to 0%, indicating that the logistics vehicle is in an empty state.

[0048] When the resistance value of the rear axle electronic buffer 1 is the second resistance value, the loading state of the logistics vehicle is equal to 100%, indicating that the logistics vehicle is in a fully loaded state.

[0049] When the resistance value of the rear axle electronic buffer 1 is between the first resistance value and the second resistance value, the percentage of the difference between the resistance value x of the rear axle electronic buffer and the first resistance value A and the difference between the second resistance value B and the first resistance value A is the loading state Y of the logistics vehicle.

[0050]

[0051] This embodiment also displays the loading status through the instrument cluster 5. When the resistance value of the rear axle electronic buffer 1 is greater than the first resistance value, it indicates that the logistics vehicle is overloaded. At this time, the instrument cluster displays the loading status as 100% in red and issues an alarm to remind personnel that overloading has occurred. When the resistance value of the rear axle electronic buffer 1 is less than or equal to the first resistance value, the instrument cluster displays the specific loading status in green. For example, when fully loaded, the instrument cluster displays "loading status 100%".

[0052] Before the logistics vehicle is put into operation, the rear axle electronic buffer is first calibrated. The calibration logic is: when unloaded, the resistance value of the rear axle electronic buffer is 300Ω, and the vehicle loading status is calibrated to 0%; when fully loaded, the resistance value of the rear axle electronic buffer is 10Ω, and the vehicle loading status is calibrated to 100%; the remaining loading status percentages are judged according to the corresponding R resistance value.

[0053] Preferably, the first resistance value is 300Ω, and the second resistance value is 10Ω.

[0054] The motor controller 3 determines the initial driving power according to the loading status and the initial driving power determination model, wherein the initial driving power determination model is: the initial driving power is equal to the motor peak power multiplied by the loading index, and the loading index is equal to the difference between the full load index and the no-load index multiplied by the loading status plus the no-load index.

[0055] P 初始驱动 =P 峰值 ×A0

[0056] A0=A 空载 +(A 满载 -A 空载 )×Y

[0057] Among them, P 初始驱动 is the initial driving power, A0 is the loading index, A 空载is the no-load index, preferably 50%, A 满载 is the full load index, preferably 100%, P 峰值 is the peak power of the motor, and Y is the loading status of the logistics vehicle.

[0058] Substitute the loading status of the logistics vehicle into the initial driving power determination model to calculate the initial driving power.

[0059] In this embodiment, when determining the initial driving power, the initial recovery power is also determined. When the loading state is greater than or equal to half load and less than or equal to full load, the initial recovery power is equal to the initial driving power multiplied by the first exponent, that is:

[0060] P 初始回收 =P 初始驱动 ×A1.

[0061] Among them, P 初始回收 is the initial recovery power, A1 is the first index, preferably 75%.

[0062] When the loading state is greater than or equal to no-load and less than half-load, the initial recovery power is equal to the initial driving power multiplied by the second index. The second index is equal to twice the difference between the first index and the no-load recovery index multiplied by the loading state plus the no-load recovery index.

[0063] P 初始回收 =P 初始驱动 ×A2=P 初始驱动 ×【2(A1-A3)×Y+A3】

[0064] Wherein, A2 is the second index, and A3 is the no-load recovery index, which is preferably 50%.

[0065] The motor controller 3 controls the start of the logistics vehicle according to the initial recovery power and the initial driving power. Specifically, the motor controller 3 obtains the brake pedal opening of the brake pedal 6 and the electronic throttle opening of the electronic throttle pedal 7, and responds to the electronic throttle opening and the brake pedal opening to drive the drive motor 9 in the forward direction and the reverse recovery drive according to the initial recovery power and the initial driving power.

[0066] S2: After starting, obtain the body state of the logistics vehicle during driving; when the body state is a climbing state, add the initial driving power to the climbing power to obtain the final driving power, where the climbing power is equal to the motor peak power minus the initial driving power multiplied by the body state; when the body state is on a flat road, the initial driving power is equal to the final driving power; when the body state is a downhill state, multiply the initial driving power by the excess climbing ability to obtain the final driving power, where the excess climbing ability is equal to 1 minus the third index, and the third index is equal to the percentage of the body state in the minimum downhill state multiplied by the basic index; the operation of the logistics vehicle is controlled by the final driving power.

[0067] After the logistics vehicle is started by the initial driving power in S1 , the resistance value of the inclination sensor 2 is obtained, and the motor controller 3 determines the body state of the logistics vehicle according to the resistance value of the inclination sensor.

[0068] Tilt sensor 2 is mounted on the vehicle's underframe. As the road gradient changes during driving, the sensor transmits varying resistance values ​​to motor controller 3. Based on the initial driving power and initial regenerative power, motor controller 3 increases or decreases these values ​​according to the vehicle's vehicle status.

[0069] Before the logistics vehicle is put into operation, the inclination sensor of the logistics vehicle is calibrated. The logistics vehicle is placed on a horizontal surface with two passengers. The resistance value ar of the inclination sensor is the third resistance value. The vehicle body state is calibrated to 0%, that is, the vehicle body state is on a flat road state. Figure 5 As shown; when calibrating uphill, the logistics vehicle is placed on an uphill road corresponding to the maximum climbing gradient of 20% when the vehicle is designed, the number of passengers is two, the resistance value ar of the tilt sensor is the fourth resistance value, the vehicle body state is uphill, and the calibration is 20%, as shown Figure 6 As shown; when calibrating downhill, place the logistics vehicle on a downhill road with a slope of -20%, the number of passengers is two, the resistance value ar of the tilt sensor is the fifth resistance value, the vehicle body state is downhill, and the calibration is -20%, as shown Figure 7 As shown. The resistance value of the tilt sensor is linearly related to the vehicle body state. The linear relationship between the resistance value of the tilt sensor and the vehicle body state is determined by determining that the vehicle body state is 20% and the corresponding resistance value of the tilt sensor is a third resistance value, and the vehicle body state is -20% and the corresponding resistance value of the tilt sensor is a fifth resistance value. The vehicle body state is determined based on the obtained resistance value of the tilt sensor and the linear relationship between the resistance value of the tilt sensor and the vehicle body state.

[0070] Preferably, the third resistance value is 100Ω, the fourth resistance value is 150Ω, and the fifth resistance value is 50Ω.

[0071] The vehicle body state calibration percentage cannot exceed 20% when going uphill, and can be less than -20% when going downhill, with the minimum downhill state limited to -40%.

[0072] The vehicle status is displayed on the instrument cluster 5. When the vehicle status is outside the range of -20% to 20%, the vehicle status indicator in the instrument cluster 5 turns red and an alarm sounds to alert the driver to the danger of the vehicle status. When the vehicle status is within the range of -20% to 20%, the vehicle status indicator in the instrument cluster 5 turns green.

[0073] After the motor controller 3 obtains the vehicle body state, it judges the vehicle body state. When the vehicle body state is equal to 0, it is determined that the vehicle body state is on a flat road; when the vehicle body state is a positive percentage, it is determined that the vehicle body state is a climbing state; when the vehicle body state is a negative percentage, it is determined that the vehicle body state is a downhill state.

[0074] When the vehicle body is in a climbing state, the initial driving power is added to the climbing power to obtain the final driving power. The climbing power is equal to the motor peak power minus the initial driving power multiplied by the climbing capacity. The climbing capacity is the percentage of the vehicle body state to the maximum climbing state, that is:

[0075] P 最终驱动 =P 初始驱动 +P 爬坡 =P 初始驱动 +(P 峰值 -P 初始驱动 )×I 爬

[0076]

[0077] Among them, P 最终驱动 is the final driving power, P 爬坡 is the climbing power, I 爬 is the climbing ability, E is the vehicle body state, E max It is the maximum climbing state, specifically 20%.

[0078] When the vehicle body is on a flat road, the initial driving power is equal to the final driving power, that is: P 最终驱动 =P 初始驱动 .

[0079] When the vehicle body is in a downhill state, the initial driving power is multiplied by the excess climbing ability to obtain the final driving power, where the excess climbing ability is equal to 1 minus the third index, and the third index is equal to the percentage of the vehicle body state in the minimum downhill state multiplied by the basic index, that is:

[0080] P 最终驱动 =P 初始驱动 ×I 多

[0081]

[0082] Among them, I 多 is the excess climbing ability, E is the vehicle body state, and E min The minimum downhill state is -40%, I 基础 It is the basic climbing ability, preferably 25%.

[0083] When determining the final driving power, the final recovery power is also determined. When the vehicle body is in a climbing state, the final recovery power is 0, that is: P 最终回收 =0.

[0084] When the vehicle body is on a flat road, the final recovery power is equal to the initial recovery power, that is: P 最终回收 =P 最终驱动 .

[0085] When the vehicle body is in a downhill state, the final recovery power is equal to the initial recovery power plus the excess recovery power, and the excess recovery power is equal to the motor peak power minus the initial drive power multiplied by the excess climbing ability.

[0086] P 最终回收 =P 初始回收 +P 多余回收

[0087] P 多余回收 =(P 峰值 -P 初始驱动 )×I 多

[0088] Among them, P 最终回收 is the final recovered power, P 多余回收 It is the excess recovery power.

[0089] In specific implementation, the final recovered power is no greater than the second set multiple of the motor peak power, that is:

[0090] P 最终回收 ≤P 峰值 ×B.

[0091] Wherein, B is the second set multiple, preferably 90%.

[0092] During the operation of the logistics vehicle, the operation of the logistics vehicle is controlled according to the final driving power and the final recovery power.

[0093] This embodiment also displays the driving power and regenerative power through the instrument cluster.

[0094] When the logistics vehicle is in normal mode, the driving power is equal to the peak power, and the recovery power is equal to half of the peak power. The logistics vehicle is driven according to the peak power, and the power is recovered according to the recovery power.

[0095] The method disclosed in this embodiment is described by taking a logistics vehicle as an example. The parameters of the logistics vehicle are shown in Table 1.

[0096] Table 1 Logistics vehicle parameters

[0097]

[0098]

[0099] The calibration of the electronic buffer and tilt sensor of the electric logistics vehicle is completed. After the normal high-voltage process is completed, the "READY" indicator in the instrument cluster 5 is displayed in green, the DPC reset switch 4 sends a low-level signal to the motor controller 3, and the motor controller 3 sends a message to the instrument cluster 5. The "DPC" indicator in the instrument cluster 5 is displayed in green, and the motor controller 3 enters the adjustable power distribution mode.

[0100] The method disclosed in this embodiment is described using a fully loaded state as an example. The resistance value R of the rear axle electronic buffer 1 is obtained as 10Ω. The motor controller 3 determines that the vehicle's load status is 100% and sends a message to the instrument cluster 5. The "Loading Status 100%" indicator on the instrument cluster 5 turns red and sounds an alarm. At this point, the initial drive power = peak power x 100% = 100 kW * 1 = 100 kW, and the initial recovery power = drive power x 75% = 100 kW * 0.75 = 75 kW. The motor controller 3 sends a message to the instrument cluster 5, and the power distribution indicator on the instrument cluster 5 displays "Drive 100% | Recovery 70%." The vehicle can respond to the brake pedal 6 and electronic accelerator pedal 7, following the limits of 100 kW of available motor power and 75 kW of available recovery power. The high-voltage power battery 8 inputs DC high-voltage power into the motor controller 3, which controls the drive motor 9 to rotate, and the vehicle begins to move.

[0101] During vehicle operation, the inclination sensor's resistance value, ar, is 150 ohms, and the vehicle body's inclination angle, a, is 11.31°. Based on the inclination sensor's resistance value, the vehicle body is determined to be on an uphill slope. The controller sends a message to the instrument cluster 5, which displays "Vehicle Status 20%" in red and sounds a buzzer. The controller determines that final driving power = initial driving power + remaining power x gradeability = 100 kW + 0 x 100% = 100 kW; final regenerative power = final driving power x 0 = 0 kW. When driving uphill, the vehicle outputs full driving force and disables the energy regeneration function. The motor controller 3 sends a message to the instrument cluster 5, which displays the power distribution indicator "Drive 100% | Regenerative 0%." The vehicle can operate within the constraints of 100 kW of available motor power and 0 kW of available regenerative power. In response to the brake pedal 6 and electronic accelerator pedal 7, the high-voltage power battery 8 supplies DC high-voltage power to the motor controller 3, which controls the drive motor 9 to rotate, and the vehicle begins driving.

[0102] Taking a half-loaded state as an example, the method of this embodiment is described: The resistance value of the rear axle electronic buffer 1 is obtained as 150Ω, determining that the vehicle is half-loaded. The motor controller 3 sends a message to the instrument cluster 5, and the "Loading Status 50%" indicator on the instrument cluster 5 turns green. At this point, the initial driving power = peak power x 75% = 100 kW * 0.75 = 75 kW, and the initial regenerative power = initial driving power x 75% = 75 kW * 0.75 = 56.2 kW. The motor controller 3 sends a message to the instrument cluster 5, and the power distribution indicator on the instrument cluster 5 displays "Drive 75% | Regenerative 75%." The vehicle can respond to the brake pedal 6 and electronic accelerator pedal 7, following the limits of 75 kW available motor power and 56.2 kW available regenerative power. The high-voltage power battery 8 inputs high-voltage DC power into the motor controller 3, which controls the drive motor 9 to rotate, and the vehicle begins to move.

[0103] During operation, the inclination sensor 2 reads ar = 50 ohms and a = -11.31°, determining that the vehicle is in a downhill state. The controller sends a message to the instrument cluster 5, which displays "Vehicle Status -20%" in red and sounds a buzzer. The controller determines that the final drive power = initial drive power x 75% = 75 kW + 0 x 100% = 56.2 kW; and the final regenerative power = initial regenerative power + remaining power x 75% = 56.2 kW + 43.8 kW x 0.75 = 89 kW. The motor controller 3 sends a message to the instrument cluster 5, which displays the power distribution bar as "Drive 56% | Regenerative 89%." The regenerative power is controlled within 90% of the peak power. The vehicle can respond to the control of the brake pedal 6 and the electronic accelerator pedal 7 according to the limitations of 56.2KW of available motor power and 89KW of recovered available power. The high-voltage power battery 8 inputs DC high-voltage power into the motor controller 3, and the motor controller 3 controls the drive motor 9 to rotate, and the vehicle starts to move.

[0104] When the DPC reset switch 4 sends a signal to the motor controller 3 to activate normal mode, the motor controller 3 sends a message to the instrument cluster 5. The green "DPC" indicator light on the instrument cluster 5 turns off, and the motor controller 3 enters normal mode. The "Loading Status 0%" indicator on the instrument cluster 5 turns green, and the "Body Status 0%" indicator on the instrument cluster 5 turns green. At this point, the driving power = 100 kW peak power, and the regenerated power = 50 kW peak power x 50% = 50 kW. The motor controller 3 sends a message to the instrument cluster 5, and the power distribution indicator bar on the instrument cluster 5 displays "Driving 100% | Regenerating 50%." The vehicle can respond to the brake pedal 6 and electronic accelerator pedal 7, following the limits of 100 kW available motor power and 50 kW available regenerated power. The high-voltage power battery 8 inputs high-voltage DC power into the motor controller 3, which controls the drive motor 9 to accelerate, helping the vehicle quickly complete an emergency overtaking maneuver.

[0105] The method disclosed in the present invention can determine the initial driving power according to the loading status of the logistics vehicle to control the start of the logistics vehicle. After the logistics vehicle is started according to the initial driving power, the final driving power is determined according to the body status of the logistics vehicle. The operation of the logistics vehicle is controlled by the final driving power. The power can be automatically distributed and adjusted according to the actual use of the logistics vehicle, thereby reducing the energy consumption of the logistics vehicle and improving the cruising range. When determining the initial driving power and the final driving power, this embodiment also determines the initial recovery power and the final recovery power at the same time, and recovers energy through the recovery power to further improve the cruising range.

[0106] Example 2

[0107] In this embodiment, a preload adjustable power distribution system for an electric logistics vehicle is disclosed, comprising:

[0108] The logistics vehicle start control module is used to obtain the loading status of the logistics vehicle and determine the initial driving power according to the loading status; the initial driving power is used to control the start of the logistics vehicle;

[0109] The logistics vehicle operation control module is used to obtain the body state of the logistics vehicle during driving after startup; when the body state is a climbing state, the initial driving power is added to the climbing power to obtain the final driving power, wherein the climbing power is equal to the motor peak power minus the initial driving power multiplied by the body state; when the body state is on a flat road, the initial driving power is equal to the final driving power; when the body state is a downhill state, the initial driving power is multiplied by the excess climbing ability to obtain the final driving power, wherein the excess climbing ability is equal to 1 minus the third index, and the third index is equal to the percentage of the body state in the minimum downhill state multiplied by the basic index; the operation of the logistics vehicle is controlled by the final driving power.

[0110] Example 3

[0111] In this embodiment, an electronic device is disclosed, including a memory and a processor, and computer instructions stored in the memory and running on the processor. When the computer instructions are executed by the processor, the steps described in the preload adjustable power distribution method for an electric logistics vehicle disclosed in Example 1 are completed.

[0112] Example 4

[0113] In this embodiment, a computer-readable storage medium is disclosed for storing computer instructions. When the computer instructions are executed by a processor, the steps described in the preload adjustable power distribution method for an electric logistics vehicle disclosed in Example 1 are completed.

[0114] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered by the scope of protection of the claims of the present invention.

Claims

1. A preload adjustable power distribution method for electric logistics vehicles, characterized in that: include: Get the vehicle's loading status; Determine the initial driving power according to the loading state; Control the start of the logistics vehicle through the initial driving power; After starting, the vehicle body state is obtained during driving, wherein the inclination sensor of the logistics vehicle is calibrated to determine the linear relationship between the resistance value of the inclination sensor and the vehicle body state. The vehicle body state is determined based on the obtained resistance value of the inclination sensor and the linear relationship between the resistance value of the inclination sensor and the vehicle body state; When the vehicle body is in a climbing state, the initial driving power is added to the climbing power to obtain the final driving power. The climbing power is equal to the motor peak power minus the initial driving power multiplied by the climbing capacity. The climbing capacity is the percentage of the vehicle body state to the maximum climbing state. When the vehicle state is equal to 0, the vehicle state is determined to be on a flat road; when the vehicle state is a positive percentage, the vehicle state is determined to be climbing; when the vehicle state is a negative percentage, the vehicle state is determined to be downhill; When the vehicle body is on a flat road, the initial driving power is equal to the final driving power; When the vehicle body is in a downhill state, the initial driving power is multiplied by the excess climbing ability to obtain the final driving power, where the excess climbing ability is equal to 1 minus the third index. The third index is equal to the percentage of the vehicle body state in the minimum downhill state multiplied by the basic index. The basic index is the basic climbing ability. The operation of the logistics vehicle is controlled by the final drive power.

2. A preload adjustable power distribution method for an electric logistics vehicle according to claim 1, characterized in that: Get the resistance value of the rear axle electronic buffer; Determine the loading status of the logistics vehicle based on the resistance value of the rear axle electronic buffer; When the resistance value of the rear axle electronic buffer is the first resistance value, the loading state of the logistics vehicle is equal to 0%, indicating that the logistics vehicle is in an empty state; When the resistance value of the rear axle electronic buffer is the second resistance value, the loading state of the logistics vehicle is equal to 100%, indicating that the logistics vehicle is in a fully loaded state; When the resistance value of the rear axle electronic buffer is between the first resistance value and the second resistance value, the percentage of the difference between the resistance value x of the rear axle electronic buffer and the first resistance value A and the difference between the second resistance value B and the first resistance value A is the loading state Y of the logistics vehicle; The initial driving power is determined according to the loading state and the initial driving power determination model, wherein the initial driving power determination model is: the initial driving power is equal to the motor peak power multiplied by the loading index, and the loading index is equal to the difference between the full load index and the no-load index multiplied by the loading state plus the no-load index.

3. The preload adjustable power distribution method for an electric logistics vehicle according to claim 1, characterized in that: When determining the initial driving power, the initial recovery power is also determined. When the loading state is greater than or equal to half load and less than or equal to full load, the initial recovery power is equal to the initial driving power multiplied by a first index. When the loading state is greater than or equal to no load and less than half load, the initial recovery power is equal to the initial driving power multiplied by a second index. The second index is equal to twice the difference between the first index and the no-load recovery index, multiplied by the loading state, plus the no-load recovery index. The logistics vehicle is started up according to the initial recovery power and the initial driving power.

4. A preload adjustable power distribution method for an electric logistics vehicle as claimed in claim 3, characterized in that: When determining the final driving power, the final regenerative power is also determined. When the vehicle is climbing, the final regenerative power is 0. When the vehicle is on a flat road, the final regenerative power is equal to the initial regenerative power. When the vehicle is descending, the final regenerative power is equal to the initial regenerative power plus the excess regenerative power. The excess regenerative power is equal to the motor peak power minus the initial driving power multiplied by the excess climbing capacity. The operation of the logistics vehicle is controlled according to the final driving power and the final recovery power.

5. The preload adjustable power distribution method for an electric logistics vehicle according to claim 1, characterized in that: The final recovered power is no more than the second set multiple of the motor peak power.

6. A preload-adjustable power distribution system for an electric logistics vehicle for implementing the method according to any one of claims 1 to 5, comprising: The logistics vehicle start control module is used to obtain the loading status of the logistics vehicle and determine the initial driving power according to the loading status; Control the start of the logistics vehicle through the initial driving power; The logistics vehicle operation control module is used to obtain the body state of the logistics vehicle during driving after startup; when the body state is a climbing state, the initial driving power is added to the climbing power to obtain the final driving power, wherein the climbing power is equal to the motor peak power minus the initial driving power multiplied by the body state; when the body state is on a flat road, the initial driving power is equal to the final driving power; when the body state is a downhill state, the initial driving power is multiplied by the excess climbing ability to obtain the final driving power, wherein the excess climbing ability is equal to 1 minus the third index, and the third index is equal to the percentage of the body state in the minimum downhill state multiplied by the basic index; the operation of the logistics vehicle is controlled by the final driving power.

7. An electronic device, characterized in that: The invention comprises a memory and a processor and computer instructions stored in the memory and executed on the processor. When the computer instructions are executed by the processor, the steps of the method for preload-adjustable power distribution for an electric logistics vehicle as described in any one of claims 1 to 5 are completed.

8. A computer-readable storage medium, characterized in that Used to store computer instructions, which, when executed by a processor, complete the steps of a preload adjustable power distribution method for an electric logistics vehicle as described in any one of claims 1-5.

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