Methods and devices for preventing electric vehicles from slipping off the road and electric vehicles

Abstract

This disclosure relates to a method, device, and electric vehicle for preventing rollback. The method includes: obtaining the equivalent slope resistance of the electric vehicle; determining the equivalent slope resistance by combining a fixed vehicle load and relevant driving parameters of the electric vehicle; obtaining the current operating condition and the current requested torque of the electric vehicle; the current operating condition includes automatic parking and non-automatic parking conditions; determining the target torque of the electric vehicle based on the current operating condition, the current requested torque of the vehicle, and the equivalent slope resistance; and performing motor drive control processing on the electric vehicle based on the target torque. This avoids using the actual load and slope information of the electric vehicle in the target torque calculation process, making it highly practical. The determined target torque can achieve parking on the slope and effectively prevent rollback, thus improving the efficiency of rollback prevention control.

Description

Technical Field

[0001] This disclosure relates to the field of electric vehicle motor control technology, and in particular to an anti-slip slope control method, device, and electric vehicle for electric vehicles. Background Technology

[0002] Currently, when an electric vehicle is parking on a slope, it first uses the motor to generate a parking torque. After the electric vehicle is parked on the slope, since the parking torque of the motor has a limited duration, the chassis of the electric vehicle needs to take over and trigger the brake calipers at the wheel ends to brake the wheel ends and complete the parking control.

[0003] In the above scheme, when determining the parking moment, it is necessary to first determine the actual load and slope information of the electric vehicle. These two pieces of information are difficult to obtain from the electric vehicle, which leads to inaccurate parking moment and easy slippage. Summary of the Invention

[0004] This disclosure provides a method, device, and electric vehicle for preventing slippage control of electric vehicles.

[0005] According to a first aspect of the present disclosure, a method for preventing runaway of an electric vehicle is provided. The method includes: obtaining an equivalent slope resistance of the electric vehicle; the equivalent slope resistance is determined by combining a fixed value of vehicle load and driving-related parameters of the electric vehicle; obtaining the current operating condition and current vehicle-requested torque of the electric vehicle; the current operating condition includes automatic parking mode and non-automatic parking mode; determining a target torque of the electric vehicle based on the current operating condition, the current vehicle-requested torque, and the equivalent slope resistance; and performing motor drive control processing on the electric vehicle based on the target torque.

[0006] In one embodiment of this disclosure, the equivalent ramp resistance is the equivalent ramp resistance of the electric vehicle at a first historical time point; the first historical time point is the second historical time point closest to the current time point among at least one second historical time point; wherein, at the second historical time point, the speed data of the electric vehicle is greater than or equal to a preset speed threshold, and the electric vehicle is in an unbraked state.

[0007] In one embodiment of this disclosure, the method further includes: acquiring driving-related parameters of the electric vehicle at the second historical time point; determining the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle based on the driving-related parameters and a fixed value of the vehicle's load capacity; and determining the equivalent slope resistance of the electric vehicle at the second historical time point based on the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle.

[0008] In one embodiment of this disclosure, the driving-related parameters include at least one of the following: the output reduction ratio from the electric drive axle motor to the vehicle tires, the electric drive axle transmission efficiency, the vehicle tire dynamic radius, the motor torque, speed data, the drag coefficient, the effective frontal area, the air density, the vehicle's own weight, the vehicle acceleration, the gravitational acceleration, and the rolling friction coefficient.

[0009] In one embodiment of this disclosure, obtaining the current operating condition and current vehicle-requested torque of the electric vehicle includes: obtaining the current vehicle-requested torque, current total driving resistance, and current driving mode of the electric vehicle; the current total driving resistance is determined based on the equivalent slope resistance and the wind resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point; the current total driving resistance torque is determined based on the current total driving resistance; if the current vehicle-requested torque is less than the current total driving resistance torque, and if the current driving mode is a one-pedal mode or the chassis parking function is not enabled, the current operating condition is determined to be the automatic motor parking condition.

[0010] In one embodiment of this disclosure, determining the target torque of the electric vehicle based on the current operating condition, the current requested torque of the vehicle, and the equivalent slope resistance includes: when the current operating condition is an automatic parking condition, determining the slope compensation drive torque of the electric vehicle based on the equivalent slope resistance and the driving-related parameters; and determining the target torque as the sum of the slope compensation drive torque and the current requested torque of the vehicle.

[0011] In one embodiment of this disclosure, determining the target torque of the electric vehicle based on the current operating condition, the current vehicle requested torque, and the equivalent slope resistance further includes: when the current operating condition is a non-motor automatic parking condition, determining the current vehicle requested torque as the target torque.

[0012] According to a second aspect of the present disclosure, an anti-rollover control device for an electric vehicle is also provided. The device includes: a first acquisition module, configured to acquire the equivalent slope resistance of the electric vehicle; the equivalent slope resistance is determined by combining a fixed value of vehicle load capacity and driving-related parameters of the electric vehicle; a second acquisition module, configured to acquire the current operating condition and current vehicle-requested torque of the electric vehicle; the current operating condition includes automatic parking mode and non-automatic parking mode; a first determination module, configured to determine the target torque of the electric vehicle based on the current operating condition, the current vehicle-requested torque, and the equivalent slope resistance; and a drive control module, configured to perform motor drive control processing on the electric vehicle based on the target torque.

[0013] According to a third aspect of the present disclosure, an electric vehicle is also provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to: implement the steps of the anti-rollover control method for the electric vehicle as described above.

[0014] According to a fourth aspect of the present disclosure, a non-transitory computer-readable storage medium is also provided, which, when executed by a processor, enables the processor to perform the anti-rollover control method for an electric vehicle as described above.

[0015] The technical solutions provided by the embodiments of this disclosure have at least the following beneficial effects:

[0016] The system obtains the equivalent slope resistance of the electric vehicle; the equivalent slope resistance is determined by combining a fixed vehicle load and relevant driving parameters of the electric vehicle; the system obtains the current operating condition and the current requested torque of the electric vehicle; the current operating condition includes automatic parking with motor and automatic parking without motor; based on the current operating condition, the current requested torque of the vehicle, and the equivalent slope resistance, the target torque of the electric vehicle is determined; the electric vehicle is then controlled by motor drive based on the target torque, thus avoiding the use of the actual load and slope information of the electric vehicle in the target torque calculation process. This method is highly practical, and the determined target torque can achieve parking on slopes and effectively prevent slippage, improving the efficiency of anti-slippage control.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure, and are not intended to unduly limit this disclosure.

[0019] Figure 1 This is a flowchart of an anti-rollover control method for an electric vehicle according to an embodiment of the present disclosure;

[0020] Figure 2 A flowchart of an anti-rollover control method for an electric vehicle according to another embodiment of this disclosure;

[0021] Figure 3 This is a schematic diagram of the structure of an anti-rollover control device for an electric vehicle according to an embodiment of the present disclosure;

[0022] Figure 4 This is a block diagram illustrating an electric vehicle according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0023] To enable those skilled in the art to better understand the technical solutions of this disclosure, the technical solutions in the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings.

[0024] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure 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 so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0025] Currently, when an electric vehicle is parking on a slope, it first uses the motor to generate a parking torque. After the electric vehicle is parked on the slope, since the parking torque of the motor has a limited duration, the chassis of the electric vehicle needs to take over and trigger the brake calipers at the wheel ends to brake the wheel ends and complete the parking control.

[0026] In the above scheme, when determining the parking moment, it is necessary to first determine the actual load and slope information of the electric vehicle. These two pieces of information are difficult to obtain from the electric vehicle, which leads to inaccurate parking moment and easy slippage.

[0027] Figure 1 This is a flowchart of an anti-rollover control method for an electric vehicle according to an embodiment of the present disclosure. It should be noted that the anti-rollover control method for an electric vehicle of this embodiment can be applied to an anti-rollover control device for an electric vehicle, which can be configured in an electronic device to enable the electronic device to perform the anti-rollover control function for the electric vehicle.

[0028] The electronic device can be installed within the electric vehicle, or it can communicate with a controller within the electric vehicle to enable the vehicle to perform anti-rollover control. When the electronic device is installed within the electric vehicle, it can be the vehicle's controller.

[0029] The electronic device can be any device with computing capabilities, such as a personal computer (PC), mobile terminal, server, etc. The mobile terminal can be, for example, an in-vehicle device, mobile phone, tablet computer, personal digital assistant, wearable device, or other hardware device with various operating systems, touchscreens, and / or displays. The following embodiments use a controller in an electric vehicle as an example for illustration.

[0030] like Figure 1As shown, the method includes the following steps:

[0031] Step 101: Obtain the equivalent ramp resistance of the electric vehicle. The equivalent ramp resistance is determined by combining a fixed value of the vehicle's load capacity and the relevant driving parameters of the electric vehicle.

[0032] In this embodiment of the disclosure, the equivalent ramp resistance is the equivalent ramp resistance of the electric vehicle at the first historical time point; the first historical time point is the second historical time point closest to the current time point among at least one second historical time point; wherein, at the second historical time point, the speed data of the electric vehicle is greater than or equal to a preset speed threshold, and the electric vehicle is in an unbraked state.

[0033] When the speed data of the electric vehicle is less than the preset speed threshold, the acceleration data of the electric vehicle calculated based on the speed data at each time point may be inaccurate. Therefore, the equivalent slope resistance can be determined by combining the driving-related parameters of the electric vehicle without considering the speed data being less than the preset speed threshold.

[0034] When determining the equivalent gradient resistance of an electric vehicle, the braking torque of the electric vehicle is not considered. If the electric vehicle is in a braking state, the determined equivalent gradient resistance will be inaccurate. Therefore, the equivalent gradient resistance can be determined by combining the relevant driving parameters of the electric vehicle without considering the braking state.

[0035] In this embodiment of the disclosure, the calculation method for the equivalent slope resistance of the electric vehicle at the second historical time point may include: obtaining the driving-related parameters of the electric vehicle at the second historical time point; determining the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle based on the driving-related parameters and a fixed value of vehicle load; and determining the equivalent slope resistance of the electric vehicle at the second historical time point based on the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle.

[0036] In this embodiment of the disclosure, driving-related parameters may include at least one of the following: the output reduction ratio from the electric drive axle motor to the vehicle tires, the electric drive axle transmission efficiency, the vehicle tire dynamic radius, motor torque, speed data, drag coefficient, effective frontal area, air density, vehicle weight, vehicle acceleration, gravitational acceleration, and rolling friction coefficient.

[0037] The formula for calculating the equivalent ramp resistance of electric vehicles can be shown in the following formula (1).

[0038] Fslope=Fdrive-Fwind-Facc-Froll (1)

[0039] Wherein, Fslope represents the equivalent slope resistance of an electric vehicle; Fdrive represents the traction force of an electric vehicle; Fwind represents the wind resistance of an electric vehicle; Facc represents the acceleration resistance of an electric vehicle; and Froll represents the rolling resistance of an electric vehicle.

[0040] The formula for calculating the traction force of an electric vehicle can be shown in the following formula (2).

[0041] Fdrive=TEM×Gear_Ratio×Gear_Efficiency÷Rdyn (2)

[0042] Where TEM represents motor torque; Gear_Ratio represents the output reduction ratio from the electric drive axle motor to the vehicle tires; Gear_Efficiency represents the electric drive axle transmission efficiency; and Rdyn represents the vehicle tire dynamic radius.

[0043] The formula for calculating the wind resistance of electric vehicles can be shown in the following formula (3).

[0044] Fwind=((Velocity / 3.6)2×Cw×Aq×er) / 2 (3)

[0045] Where Velocity represents the speed data of the electric vehicle; Cw represents the drag coefficient; Aq represents the effective frontal area of ​​the electric vehicle; and er represents the air density.

[0046] The formula for calculating the acceleration resistance of electric vehicles can be shown in the following formula (4).

[0047] Facc=(Mf+Mload)*Acc (4)

[0048] Where Mf represents the weight of the electric vehicle itself; Mload represents a fixed value of the vehicle's load capacity.

[0049] The formula for calculating the rolling resistance of electric vehicles can be shown in the following formula (5).

[0050] Froll=Gravity×(Mf+Mload)×fr (5)

[0051] Where Gravity represents the acceleration due to gravity; fr represents the coefficient of rolling friction.

[0052] The acceleration resistance of electric vehicles, calculated using a fixed vehicle load, is an equivalent acceleration resistance, not the actual acceleration resistance. Similarly, the rolling resistance of electric vehicles, calculated using a fixed vehicle load, is an equivalent rolling resistance, not the actual rolling resistance.

[0053] The ramp resistance calculated by combining actual acceleration resistance and actual rolling resistance is the actual ramp resistance. The equivalent ramp resistance in this disclosure, however, is calculated by combining equivalent acceleration resistance and equivalent rolling resistance.

[0054] In this embodiment of the disclosure, the fixed vehicle load capacity can be determined based on the rated load capacity of the electric vehicle, or determined empirically. The fixed value in the fixed vehicle load capacity can be, for example, zero or the weight of one passenger.

[0055] In this embodiment, the controller of the electric vehicle can collect driving-related parameter information of the electric vehicle in real time when the speed data of the electric vehicle is greater than or equal to a preset speed threshold and the electric vehicle is in an unbraked state, so as to calculate the equivalent slope resistance. The controller updates the equivalent slope resistance stored at a specified location based on the calculated equivalent slope resistance. When the speed data of the electric vehicle is less than the preset speed threshold, or when the electric vehicle is in a braking state, the equivalent slope resistance is not calculated or updated, so that the equivalent slope resistance stored in the controller is the equivalent slope resistance at least at the second historical time point closest to the current time point in at least one second time point. Then, when needed, the stored equivalent slope resistance can be read.

[0056] Step 102: Obtain the current operating condition of the electric vehicle and the current requested torque of the entire vehicle; the current operating condition includes automatic parking condition of the electric motor and automatic parking condition of the non-electric motor.

[0057] In this embodiment of the disclosure, for the automatic parking mode of the electric motor, the controller in the automatic vehicle is configured with conditions that must be met for this mode; if the electric vehicle meets these conditions, the current mode of the electric vehicle is determined to be the automatic parking mode of the electric motor. If the electric vehicle does not meet these conditions, the current mode of the electric vehicle is determined to be a non-automatic parking mode of the electric motor.

[0058] The conditions that must be met for the automatic parking function to operate with the electric motor include, for example, that the current requested torque of the vehicle is less than the current total driving resistance torque, and that the current driving mode is one-pedal driving mode or the chassis parking function is not enabled. In one example, the conditions for the automatic parking function to operate with the electric motor could be that the current requested torque of the vehicle is less than the current total driving resistance torque, and that the current driving mode is one-pedal driving mode. In another example, the conditions for the automatic parking function to operate with the electric motor could be that the current requested torque of the vehicle is less than the current total driving resistance torque, and that the current driving mode is a mode where the chassis parking function is not enabled.

[0059] The current total driving resistance can be determined based on the equivalent slope resistance and the wind resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point.

[0060] One-pedal mode utilizes the electric motor for braking, meaning the driver only needs to operate the accelerator pedal to control the electric vehicle's starting, acceleration, deceleration, coasting, and even stopping. Additionally, in one-pedal mode, the traditional brake pedal can still be used in emergency braking situations. Specifically, in one-pedal mode, pressing the accelerator pedal accelerates the electric vehicle. Releasing the accelerator pedal decelerates the vehicle, and fully releasing it brings it to a complete stop.

[0061] The "chassis parking function disabled" refers to the mode where the Electronic Parking Brake (EPB) system is not enabled. EPB achieves parking braking through electronic control of the wheel-side brakes. The function of EPB is the same as a mechanical lever handbrake. When starting the vehicle, EPB does not need to be manually deactivated; it will automatically deactivate when the accelerator is pressed.

[0062] Step 103: Determine the target torque of the electric vehicle based on the current operating conditions, the current requested torque of the vehicle, and the equivalent slope resistance.

[0063] Step 104: Perform motor drive control processing on the electric vehicle based on the target torque.

[0064] In this embodiment, the anti-rollback control of the electric vehicle can occur at two times. One time is during the hill-holding process. During hill-holding, the electric vehicle control motor outputs hill-holding torque (target torque) to achieve hill-holding. Afterwards, since the maintenance time of the motor's output hill-holding torque is limited, after this maintenance time, the electric vehicle chassis can control the wheel-side brake calipers to achieve wheel-side braking, completing the hill-holding control. The hill-holding process refers to the duration during which the electric vehicle control motor outputs the hill-holding torque. The other time is during the start-up driving process after hill-holding. During start-up driving, the wheel-side brake calipers stop wheel-side braking, and then the motor outputs torque to prevent rollback. The start-up driving process refers to the time period after the wheel-side brake calipers stop wheel-side braking.

[0065] In the anti-rollover control method for electric vehicles according to this embodiment, the equivalent slope resistance of the electric vehicle is obtained; the equivalent slope resistance is determined by combining a fixed value of the vehicle load and the driving-related parameters of the electric vehicle; the current operating condition and the current requested torque of the electric vehicle are obtained; the target torque of the electric vehicle is determined based on the current operating condition, the current requested torque of the vehicle, and the equivalent slope resistance; and the electric vehicle is subjected to motor drive control processing based on the target torque. This avoids using the actual load and slope information of the electric vehicle in the target torque calculation process, which is highly practical. Moreover, the determined target torque can achieve slope holding and effectively prevent rollover, thereby improving the efficiency of anti-rollover control.

[0066] Figure 2 This is a flowchart illustrating another embodiment of an anti-rollover control method for an electric vehicle according to the present disclosure. It should be noted that the anti-rollover control method for an electric vehicle in this embodiment can be applied to an anti-rollover control device for an electric vehicle, which can be configured in an electronic device to enable the electronic device to perform the anti-rollover control function for the electric vehicle.

[0067] The electronic device can be installed within the electric vehicle, or it can communicate with a controller within the electric vehicle to enable the vehicle to perform anti-rollover control. When the electronic device is installed within the electric vehicle, it can be the vehicle's controller.

[0068] The electronic device can be any device with computing capabilities, such as a personal computer (PC), mobile terminal, server, etc. The mobile terminal can be, for example, an in-vehicle device, mobile phone, tablet computer, personal digital assistant, wearable device, or other hardware device with various operating systems, touchscreens, and / or displays. The following embodiments use a controller in an electric vehicle as an example for illustration.

[0069] like Figure 2 As shown, the method includes the following steps:

[0070] Step 201: Obtain the equivalent ramp resistance of the electric vehicle; the equivalent ramp resistance is determined by combining a fixed value of vehicle load capacity and relevant driving parameters of the electric vehicle.

[0071] Step 202: Obtain the current requested torque, current total driving resistance, and current driving mode of the electric vehicle; the current total driving resistance is determined based on the equivalent slope resistance and the frontal resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point.

[0072] In this embodiment, the wind resistance of the electric vehicle at the current time point can be calculated by referring to formula (3). By replacing the values ​​of each parameter in formula (3) with the values ​​of each parameter at the current time point, the wind resistance of the electric vehicle at the current time point can be calculated.

[0073] In this embodiment of the disclosure, the acceleration resistance of the electric vehicle at the current time point can be calculated by referring to formula (4). By replacing the values ​​of each parameter in formula (4) with the values ​​of each parameter at the current time point, the acceleration resistance of the electric vehicle at the current time point can be calculated.

[0074] In this embodiment of the disclosure, the rolling resistance of the electric vehicle at the current time point can be calculated by referring to formula (5). By replacing the values ​​of each parameter in formula (5) with the values ​​of each parameter at the current time point, the rolling resistance of the electric vehicle at the current time point can be calculated.

[0075] In this embodiment of the disclosure, the current driving mode, such as one-pedal mode, mode with chassis parking function enabled, mode with chassis parking function disabled, etc., can be set according to actual needs.

[0076] Step 203: Determine the current total driving resistance torque based on the current total driving resistance.

[0077] In this embodiment of the disclosure, the process of the controller in the electric vehicle executing step 203 may, for example, be to obtain the output reduction ratio from the electric drive axle motor to the vehicle tire, the transmission efficiency of the electric drive axle, and the dynamic radius of the vehicle tire; and to calculate the current total driving torque by combining the current total driving resistance, the output reduction ratio from the electric drive axle motor to the vehicle tire, the transmission efficiency of the electric drive axle, and the dynamic radius of the vehicle tire.

[0078] Step 204: If the current requested torque of the vehicle is less than the current total driving resistance torque, and if the current driving mode is single-pedal mode or the chassis parking function is not enabled, determine the current operating condition as the automatic parking condition of the motor.

[0079] In this embodiment of the disclosure, the current operating condition is determined to be a non-motor automatic parking condition, except in the case described in step 204. The cases other than those described in step 204 include, for example, the chassis parking function being enabled, or the current vehicle requested torque being greater than or equal to the current total driving resistance torque, etc., and are not specifically limited here.

[0080] Step 205: Under the current operating condition of automatic parking of the motor, determine the slope compensation drive torque of the electric vehicle based on the equivalent slope resistance and driving-related parameters.

[0081] In this embodiment of the disclosure, the process of the controller in the electric vehicle executing step 205 may, for example, be to obtain the output reduction ratio from the electric drive axle motor to the vehicle tires, the transmission efficiency of the electric drive axle, and the dynamic radius of the vehicle tires; and to calculate the slope compensation drive torque of the electric vehicle by combining the equivalent slope resistance, the output reduction ratio from the electric drive axle motor to the vehicle tires, the transmission efficiency of the electric drive axle, and the dynamic radius of the vehicle tires.

[0082] The formula for calculating the slope compensation drive torque of electric vehicles can be shown in the following formula (6).

[0083] TEM_slope= Fslope'* Rdyn / Gear_Ratio / Gear_Efficiency (6)

[0084] Wherein, TEM_slope represents the slope-compensated drive torque of the electric vehicle; Fslope' represents the equivalent slope resistance; Rdyn represents the dynamic radius of the vehicle tires; Gear_Ratio represents the output reduction ratio from the electric drive axle motor to the vehicle tires; and Gear_Efficiency represents the transmission efficiency of the electric drive axle.

[0085] It should be noted that the formula for calculating the current total driving resistance torque in step 203 can be found in formula (6). By replacing the equivalent ramp resistance in formula (6) with the current total driving resistance, the current total driving resistance torque of the electric vehicle can be calculated.

[0086] Step 206: The sum of the ramp compensation drive torque and the current vehicle requested torque is determined as the target torque.

[0087] Step 207: Under the current operating condition of non-motor automatic parking, determine the current requested torque of the vehicle as the target torque.

[0088] Step 208: Perform motor drive control processing on the electric vehicle based on the target torque.

[0089] It should be noted that for details of step 201, please refer to [link / reference]. Figure 1 Step 101 in the illustrated embodiment will not be described in detail here.

[0090] In the anti-rollover control method for electric vehicles according to this embodiment, the equivalent slope resistance of the electric vehicle is obtained; the equivalent slope resistance is determined by combining a fixed value of vehicle load and driving-related parameters of the electric vehicle; the current requested torque of the electric vehicle, the current total driving resistance, and the current driving mode are obtained; the current total driving resistance is determined based on the equivalent slope resistance and the wind resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point; the current total driving resistance torque is determined based on the current total driving resistance; when the current requested torque of the electric vehicle is less than the current total driving resistance torque, and when the current driving mode is one-pedal mode or the chassis parking function is not enabled, the current driving resistance is determined by the following steps: The current operating condition is defined as automatic parking with motor. Under this condition, the slope compensation drive torque of the electric vehicle is determined based on the equivalent slope resistance and driving-related parameters. The sum of the slope compensation drive torque and the current requested torque of the entire vehicle is determined as the target torque. Under non-automatic parking conditions, the current requested torque of the entire vehicle is determined as the target torque. The electric vehicle is then controlled by motor drive based on the target torque. This avoids using the actual load and slope information of the electric vehicle in the target torque calculation process, making it highly practical. Furthermore, the determined target torque can achieve parking on slopes and effectively prevent slippage, thus improving the efficiency of anti-slippage control.

[0091] Figure 3 This is a schematic diagram of the structure of an anti-rollover control device for an electric vehicle according to an embodiment of the present disclosure.

[0092] like Figure 3 As shown, the anti-slip control device for the electric vehicle may include: a first acquisition module 301, a second acquisition module 302, a first determination module 303, and a drive control module 304.

[0093] The first acquisition module 301 is used to acquire the equivalent slope resistance of the electric vehicle; the equivalent slope resistance is determined by combining a fixed value of vehicle load and the driving-related parameters of the electric vehicle.

[0094] The second acquisition module 302 is used to acquire the current operating condition of the electric vehicle and the current requested torque of the whole vehicle; the current operating condition includes automatic parking condition of the motor and non-automatic parking condition of the motor.

[0095] The first determining module 303 is used to determine the target torque of the electric vehicle based on the current operating conditions, the current requested torque of the vehicle, and the equivalent slope resistance.

[0096] The drive control module 304 is used to perform motor drive control processing on the electric vehicle according to the target torque.

[0097] In one embodiment of this disclosure, the equivalent ramp resistance is the equivalent ramp resistance of the electric vehicle at a first historical time point; the first historical time point is the second historical time point closest to the current time point among at least one second historical time point; wherein, at the second historical time point, the speed data of the electric vehicle is greater than or equal to a preset speed threshold, and the electric vehicle is in an unbraked state.

[0098] In one embodiment of this disclosure, the device further includes: a third acquisition module, a second determination module, and a third determination module; the third acquisition module is used to acquire driving-related parameters of the electric vehicle at the second historical time point; the second determination module is used to determine the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle based on the driving-related parameters and a fixed value of the vehicle's load capacity; the third determination module is used to determine the equivalent slope resistance of the electric vehicle at the second historical time point based on the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle.

[0099] In one embodiment of this disclosure, the driving-related parameters include at least one of the following: the output reduction ratio from the electric drive axle motor to the vehicle tires, the electric drive axle transmission efficiency, the vehicle tire dynamic radius, the motor torque, speed data, the drag coefficient, the effective frontal area, the air density, the vehicle's own weight, the vehicle acceleration, the gravitational acceleration, and the rolling friction coefficient.

[0100] In one embodiment of this disclosure, the second acquisition module 302 is specifically used to acquire the current requested torque of the electric vehicle, the current total driving resistance, and the current driving mode; the current total driving resistance is determined based on the equivalent slope resistance and the wind resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point; the current total driving resistance torque is determined based on the current total driving resistance; when the current requested torque of the electric vehicle is less than the current total driving resistance torque, and when the current driving mode is a one-pedal mode or the chassis parking function is not enabled, the current operating condition is determined to be the automatic parking condition of the motor.

[0101] In one embodiment of this disclosure, the first determining module 303 is specifically configured to, when the current operating condition is an automatic parking motor operating condition, determine the slope compensation drive torque of the electric vehicle based on the equivalent slope resistance and the driving-related parameters; and determine the sum of the slope compensation drive torque and the current vehicle requested torque as the target torque.

[0102] In one embodiment of this disclosure, the first determining module 303 is further configured to determine the current vehicle requested torque as the target torque when the current operating condition is a non-motor automatic parking condition.

[0103] In the anti-rollback control device for electric vehicles according to this embodiment, the equivalent slope resistance of the electric vehicle is obtained; the equivalent slope resistance is determined by combining a fixed value of vehicle load and driving-related parameters of the electric vehicle; the current operating condition and the current requested torque of the electric vehicle are obtained; the current operating condition includes automatic parking mode and non-automatic parking mode; the target torque of the electric vehicle is determined based on the current operating condition, the current requested torque of the vehicle, and the equivalent slope resistance; the electric vehicle is subjected to motor drive control processing based on the target torque, thereby avoiding the use of the actual load and slope information of the electric vehicle in the target torque calculation process. This method is highly practical, and the determined target torque can achieve parking on the slope and effectively prevent rollback, thus improving the efficiency of anti-rollback control.

[0104] According to a third aspect of the present disclosure, an electric vehicle is also provided, comprising: a processor; and a memory for storing processor-executable instructions, wherein the processor is configured to implement the anti-rollover control method for the electric vehicle as described above.

[0105] To implement the above embodiments, this disclosure also proposes a storage medium.

[0106] When the instructions in the storage medium are executed by the processor, the processor is able to execute the anti-rollover control method for electric vehicles as described above.

[0107] To implement the above embodiments, this disclosure also provides a computer program product.

[0108] When the computer program product is executed by the processor of the electronic device, it enables the electronic device to perform the above-described method.

[0109] Figure 4 This is a block diagram illustrating an electric vehicle 400 according to an exemplary embodiment of the present disclosure. For example, the electric vehicle 400 may be a hybrid vehicle, an electric vehicle, or other vehicle requiring electric motor drive. The electric vehicle 400 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0110] Reference Figure 4The electric vehicle 400 may include various subsystems, such as an infotainment system 410, a perception system 420, a decision control system 430, a drive system 440, and a computing platform 450. The electric vehicle 400 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of the electric vehicle 400 can be interconnected via wired or wireless means.

[0111] In some embodiments, the infotainment system 410 may include a communication system, an entertainment system, and a navigation system, etc.

[0112] The perception system 420 may include several sensors for sensing information about the environment surrounding the electric vehicle 400. For example, the perception system 420 may include a global positioning system (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0113] The decision control system 430 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0114] The drive system 440 may include components that provide power to the electric vehicle 400. In one embodiment, the drive system 440 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0115] Some or all of the functions of the electric vehicle 400 are controlled by a computing platform 450. The computing platform 450 may include at least one processor 451 and a memory 452, the processor 451 being able to execute instructions 453 stored in the memory 452.

[0116] Processor 451 can be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0117] The memory 452 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0118] In addition to instruction 453, memory 452 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 452 can be used by computing platform 450.

[0119] In this embodiment of the disclosure, the processor 451 may execute instructions 453 to complete all or part of the steps of the above-described method for preventing runaway of electric vehicles.

[0120] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0121] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A method for preventing runaway of electric vehicles, characterized in that, The method includes: The equivalent ramp resistance of the electric vehicle is obtained; the equivalent ramp resistance is determined by combining a fixed value of vehicle load capacity and the driving-related parameters of the electric vehicle. The system obtains the current requested torque, current total driving resistance, and current driving mode of the electric vehicle; determines the current total driving resistance torque based on the current total driving resistance; and determines the current operating condition of the electric vehicle based on the current requested torque, the current driving mode, and the current total driving resistance torque, including automatic parking mode and non-automatic parking mode. The target torque of the electric vehicle is determined based on the current operating conditions, the current requested torque of the vehicle, and the equivalent slope resistance. The electric vehicle is subjected to motor drive control processing based on the target torque.

2. The method according to claim 1, characterized in that, The equivalent ramp resistance is the equivalent ramp resistance of the electric vehicle at the first historical time point; The first historical time point is the second historical time point that is closest to the current time point among at least one second historical time point; At the second historical time point, the speed data of the electric vehicle is greater than or equal to a preset speed threshold, and the electric vehicle is in an unbraked state.

3. The method according to claim 2, characterized in that, The method further includes: Obtain the driving-related parameters of the electric vehicle at the second historical time point; Based on the driving-related parameters and the fixed vehicle load capacity, the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle are determined. Based on the electric vehicle's traction, wind resistance, acceleration resistance, and rolling resistance, the equivalent ramp resistance of the electric vehicle at the second historical time point is determined.

4. The method according to any one of claims 1 to 3, characterized in that, The driving-related parameters include at least one of the following: the output reduction ratio from the electric drive axle motor to the vehicle tires, the electric drive axle transmission efficiency, the vehicle tire dynamic radius, the motor torque, speed data, the drag coefficient, the effective frontal area, the air density, the vehicle's own weight, the vehicle acceleration, the gravitational acceleration, and the rolling friction coefficient.

5. The method according to claim 1, characterized in that, The current total driving resistance is determined based on the equivalent slope resistance, and the wind resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point. Based on the current requested torque of the vehicle, the current driving mode, and the current total driving resistance torque, the current operating condition of the electric vehicle is determined, including: If the current requested torque of the vehicle is less than the current total driving resistance torque, and if the current driving mode is single-pedal mode or the chassis parking function is not enabled, the current operating condition is determined to be the automatic motor parking condition.

6. The method according to claim 1, characterized in that, Determining the target torque of the electric vehicle based on the current operating conditions, the current requested torque of the vehicle, and the equivalent slope resistance includes: When the current operating condition is the automatic parking condition of the motor, the slope compensation drive torque of the electric vehicle is determined based on the equivalent slope resistance and the driving-related parameters. The sum of the ramp compensation drive torque and the current vehicle requested torque is determined as the target torque.

7. The method according to claim 6, characterized in that, The step of determining the target torque of the electric vehicle based on the current operating conditions, the current requested torque of the vehicle, and the equivalent slope resistance further includes: When the current operating condition is not the automatic parking condition, the current requested torque of the vehicle is determined as the target torque.

8. A slope-avoidance control device for electric vehicles, characterized in that, The device includes: The first acquisition module is used to acquire the equivalent slope resistance of the electric vehicle; the equivalent slope resistance is determined by combining a fixed value of vehicle load and the driving-related parameters of the electric vehicle. The second acquisition module is used to acquire the current requested torque of the electric vehicle, the current total driving resistance, and the current driving mode; determine the current total driving resistance torque based on the current total driving resistance; and determine the current operating condition of the electric vehicle based on the current requested torque, the current driving mode, and the current total driving resistance torque, wherein the current operating condition includes automatic parking mode and non-automatic parking mode. The first determining module is used to determine the target torque of the electric vehicle based on the current operating conditions, the current requested torque of the vehicle, and the equivalent slope resistance. The drive control module is used to perform motor drive control processing on the electric vehicle according to the target torque.

9. The apparatus according to claim 8, characterized in that, The equivalent ramp resistance is the equivalent ramp resistance of the electric vehicle at the first historical time point; The first historical time point is the second historical time point that is closest to the current time point among at least one second historical time point; At the second historical time point, the speed data of the electric vehicle is greater than or equal to a preset speed threshold, and the electric vehicle is in an unbraked state.

10. The apparatus according to claim 9, characterized in that, The device further includes: a third acquisition module, a second determination module, and a third determination module; The third acquisition module is used to acquire the driving-related parameters of the electric vehicle at the second historical time point; The second determining module is used to determine the traction force, wind resistance, acceleration resistance, and rolling resistance of the electric vehicle based on the driving-related parameters and the vehicle load capacity of the fixed value. The third determining module is used to determine the equivalent slope resistance of the electric vehicle at the second historical time point based on the electric vehicle's traction force, wind resistance, acceleration resistance, and rolling resistance.

11. The apparatus according to any one of claims 8 to 10, characterized in that, The driving-related parameters include at least one of the following: the output reduction ratio from the electric drive axle motor to the vehicle tires, the electric drive axle transmission efficiency, the vehicle tire dynamic radius, the motor torque, speed data, the drag coefficient, the effective frontal area, the air density, the vehicle's own weight, the vehicle acceleration, the gravitational acceleration, and the rolling friction coefficient.

12. The apparatus according to claim 8, characterized in that, The current total driving resistance is determined based on the equivalent slope resistance, and the wind resistance, acceleration resistance, and rolling resistance of the electric vehicle at the current time point. Based on the current requested torque of the vehicle, the current driving mode, and the current total driving resistance torque, the current operating condition of the electric vehicle is determined, including: when the current requested torque of the vehicle is less than the current total driving resistance torque, and when the current driving mode is a one-pedal mode or the chassis parking function is not enabled, the current operating condition is determined to be the automatic motor parking condition.

13. The apparatus according to claim 8, characterized in that, The first determining module is specifically used for, When the current operating condition is the automatic parking condition of the motor, the slope compensation drive torque of the electric vehicle is determined based on the equivalent slope resistance and the driving-related parameters. The sum of the ramp compensation drive torque and the current vehicle requested torque is determined as the target torque.

14. The apparatus according to claim 13, characterized in that, The first determining module is further specifically used for, When the current operating condition is not the automatic parking condition, the current requested torque of the vehicle is determined as the target torque.

15. An electric vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured as follows: The steps of implementing the anti-slip control method for electric vehicles as described in any one of claims 1 to 7.

16. A non-transitory computer-readable storage medium, wherein instructions in the storage medium, when executed by a processor, enable the processor to perform the anti-rollover control method for an electric vehicle as described in any one of claims 1 to 7.

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