An energy-saving control method, device and medium for an electric truck

Abstract

The embodiment of the application discloses an energy-saving control method and device for an electric truck and a medium. The method comprises the following steps: determining a preset reference motor efficiency high-efficiency area based on vehicle information of the electric truck; obtaining current road condition information and accelerator pedal opening degree information, and adjusting the preset reference motor efficiency high-efficiency area based on the current road condition information and the accelerator pedal opening degree information to obtain an actual motor efficiency high-efficiency area; starting a vehicle preset economy mode when the electric truck is in a non-full load state; obtaining a current rotating speed and a current torque of the electric truck when the vehicle is running in the vehicle preset economy mode; and adjusting a driving rotating state of the electric truck based on the actual motor efficiency high-efficiency area, the current rotating speed, the current torque and a preset double-speed-ratio drive axle, so as to realize energy-saving control of the electric truck. Through the above method, the vehicle energy-saving can be realized while the power performance of the vehicle is maintained.

Description

Technical Field

[0001] This application relates to the field of electric vehicle control technology, and in particular to an energy-saving control method, device and medium for electric freight vehicles. Background Technology

[0002] As the penetration rate of electric freight vehicles gradually increases, improving their driving range has become a crucial technical challenge for automakers. This is generally achieved by adding an economy mode to the vehicle, thereby reducing energy consumption during operation and increasing range. The main systems affecting economy mode include the motor system, battery system, and other high-voltage systems on the vehicle. When economy mode is activated, the overall power performance of the vehicle will decrease.

[0003] Electric freight vehicles, due to their wide range of load capacities, are typically equipped with motors boasting high power and torque. However, this can lead to power overload and increased energy consumption under light loads. Current methods generally involve simply limiting the vehicle's output torque to reduce energy consumption under light loads, but this approach struggles to guarantee vehicle performance in complex road conditions. Summary of the Invention

[0004] This application provides an energy-saving control method, device, and medium for electric freight vehicles to solve the following technical problem: In the prior art, the method of reducing energy consumption under light load by limiting the vehicle's output torque is difficult to ensure the vehicle's power performance when encountering complex road conditions.

[0005] The embodiments of this application adopt the following technical solutions:

[0006] This application provides an energy-saving control method for an electric freight vehicle. The method includes: determining a preset reference motor efficiency high-efficiency region based on vehicle information; acquiring current road condition information and accelerator pedal opening information; adjusting the preset reference motor efficiency high-efficiency region based on the current road condition information and accelerator pedal opening information to obtain the actual motor efficiency high-efficiency region; activating a preset economic mode when the electric freight vehicle is not fully loaded; acquiring the current speed and current torque of the electric freight vehicle while it is operating in the preset economic mode; and adjusting the driving state of the electric freight vehicle based on the actual motor efficiency high-efficiency region, the current speed, the current torque, and a preset dual-speed ratio drive axle to achieve energy-saving control of the electric freight vehicle.

[0007] This application embodiment determines a preset high-efficiency range for the reference motor and adjusts this range based on current road conditions and accelerator pedal opening information to obtain the actual high-efficiency range for the motor. This allows for adjustment of the motor's high-efficiency range based on factors such as the electric truck's load, driving conditions, and the driver's habits, resulting in a more accurate motor high-efficiency range. Furthermore, this application embodiment adjusts the electric truck's driving state based on the actual high-efficiency range, current speed, current torque, and a preset dual-speed ratio drive axle, maintaining vehicle power while achieving energy savings.

[0008] In one implementation of this application, a pre-set reference motor efficiency high-efficiency region is determined based on the vehicle information of the electric freight vehicle. Specifically, this includes: obtaining the load information of the electric freight vehicle; determining the full-load design value corresponding to the electric freight vehicle based on the vehicle model information; determining the ratio relationship between the load information and the full-load design value; and determining the pre-set reference motor efficiency high-efficiency region corresponding to the electric freight vehicle based on the ratio relationship and a pre-set high-efficiency region information table. The pre-set high-efficiency region information table includes multiple ratio relationships and high-efficiency regions corresponding to each ratio relationship.

[0009] In one implementation of this application, the high-efficiency region of the motor includes at least one or more of the following: minimum speed, maximum speed, optimal speed, minimum torque, maximum torque, and optimal torque.

[0010] In one implementation of this application, the driving state of the electric truck is adjusted based on the actual high-efficiency region of the motor, the current speed, the current torque, and the preset dual-speed ratio drive axle. Specifically, this includes: comparing the current torque with different torques corresponding to the actual high-efficiency region of the motor, and comparing the current speed with different speeds corresponding to the actual high-efficiency region of the motor; and adjusting the driving state of the electric truck based on the torque comparison result, the speed comparison result, and the preset dual-speed ratio drive axle.

[0011] In one implementation of this application, the driving state of the electric truck is adjusted based on torque comparison results, speed comparison results, and a preset dual-speed ratio drive axle. Specifically, this includes: switching the preset dual-speed ratio drive axle to a low-speed ratio state when the current torque is not greater than the highest torque corresponding to the actual high-efficiency region of the motor, and the current speed is not greater than the highest speed corresponding to the actual high-efficiency region of the motor; or switching the preset dual-speed ratio drive axle to a high-speed ratio state when the current torque is greater than the optimal torque corresponding to the actual high-efficiency region of the motor, and the current speed is less than the lowest speed corresponding to the actual high-efficiency region of the motor; or switching the preset dual-speed ratio drive axle to a high-speed ratio state when the current torque is greater than the optimal torque corresponding to the actual high-efficiency region of the motor, the current speed is greater than the lowest speed corresponding to the actual high-efficiency region of the motor, and the current speed is less than the optimal speed corresponding to the actual high-efficiency region of the motor.

[0012] In one implementation of this application, current road condition information and accelerator pedal opening information are obtained. Based on the current road condition information and accelerator pedal opening information, a preset reference motor efficiency high-efficiency region is adjusted to obtain the actual motor efficiency high-efficiency region. Specifically, this includes: acquiring accelerator pedal opening information in real time; comparing the accelerator pedal opening information with a preset accelerator pedal opening data table to determine the first reference maximum speed and the first reference maximum torque corresponding to the accelerator pedal opening information; wherein the preset accelerator pedal opening data table includes multiple accelerator pedal openings, as well as the maximum speed and maximum torque corresponding to each of the multiple accelerator pedal openings; acquiring current road condition information in real time; determining a second reference maximum speed and a second reference maximum torque based on the road condition information; determining a reference maximum speed based on the first reference maximum speed and the second reference maximum speed; and determining a reference maximum torque based on the first reference maximum torque and the second reference maximum torque; and adjusting the preset reference motor efficiency high-efficiency region based on the maximum speed and the maximum torque to obtain the actual motor efficiency high-efficiency region.

[0013] In one implementation of this application, real-time acquisition of current road condition information and determination of a second reference maximum speed and a second reference maximum torque based on the road condition information specifically includes: real-time acquisition of the current road inclination angle and road surface smoothness; when the inclination angle is greater than a preset angle threshold, adjusting the preset maximum speed and preset maximum torque based on the difference between the inclination angle and the preset angle threshold to obtain a third reference speed and a third reference torque; obtaining a road surface smoothness score based on the road surface smoothness; when the road surface smoothness score is less than a preset smoothness score threshold, adjusting the third reference speed and the third reference torque based on the difference between the road surface smoothness score and the preset smoothness score threshold to obtain the second reference maximum speed and the second reference maximum torque.

[0014] In one implementation of this application, when the electric truck is not fully loaded, the vehicle's preset economy mode is activated, specifically including: when the electric truck is not fully loaded, responding to an operation command sent by a multi-power switch located on the control panel in the driver's cab, activating the vehicle's preset economy mode.

[0015] This application provides an energy-saving control device for an electric freight vehicle, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to: determine a preset reference motor efficiency high-efficiency region based on vehicle information of the electric freight vehicle; acquire current road condition information and accelerator pedal opening information, and adjust the preset reference motor efficiency high-efficiency region based on the current road condition information and accelerator pedal opening information to obtain an actual motor efficiency high-efficiency region; activate a preset economic mode when the electric freight vehicle is not fully loaded; acquire the current speed and current torque of the electric freight vehicle while the vehicle is operating in the preset economic mode; and adjust the driving state of the electric freight vehicle based on the actual motor efficiency high-efficiency region, the current speed, the current torque, and a preset dual-speed ratio drive axle to achieve energy-saving control of the electric freight vehicle.

[0016] This application provides a non-volatile computer storage medium storing computer-executable instructions. These instructions are configured to: determine a preset reference motor efficiency high-efficiency region based on vehicle information of an electric truck; acquire current road condition information and accelerator pedal opening information; adjust the preset reference motor efficiency high-efficiency region based on the current road condition information and accelerator pedal opening information to obtain an actual motor efficiency high-efficiency region; activate a preset vehicle economy mode when the electric truck is not fully loaded; acquire the current speed and current torque of the electric truck while the vehicle is operating in the preset economy mode; and adjust the driving state of the electric truck based on the actual motor efficiency high-efficiency region, the current speed, the current torque, and a preset dual-speed ratio drive axle to achieve energy-saving control of the electric truck.

[0017] The above-mentioned technical solutions adopted in this application embodiment can achieve the following beneficial effects: This application embodiment determines a preset reference motor efficiency high-efficiency region and adjusts the preset reference motor efficiency high-efficiency region based on current road condition information and accelerator pedal opening information to obtain the actual motor efficiency high-efficiency region. It can adjust the range of the motor efficiency high-efficiency region based on factors such as the different loads of the electric truck, different driving conditions, and the driver's driving habits, thereby making the obtained motor efficiency high-efficiency region more accurate. Secondly, this application embodiment adjusts the driving state of the electric truck based on the actual motor efficiency high-efficiency region, current speed, current torque, and a preset dual-speed ratio drive axle, maintaining vehicle power while saving energy. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0019] Figure 1 A flowchart of an energy-saving control method for an electric freight vehicle provided in this application embodiment;

[0020] Figure 2 This is a schematic diagram of the structure of an energy-saving control device for an electric freight vehicle provided in an embodiment of this application. Detailed Implementation

[0021] This application provides an energy-saving control method, device, and medium for electric freight vehicles.

[0022] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this application.

[0023] The technical solutions proposed in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0024] Figure 1 A flowchart of an energy-saving control method for an electric freight vehicle provided in this application embodiment is shown below. Figure 1 As shown, the energy-saving control method for electric freight vehicles includes the following steps:

[0025] S101. Based on the vehicle information of the electric freight vehicle, determine the high-efficiency area of ​​the preset reference motor.

[0026] In one embodiment of this application, the load information of an electric freight vehicle is obtained. Based on the vehicle model information of the electric freight vehicle, the corresponding full-load design value of the electric freight vehicle is determined. Based on the load information and the full-load design value, the corresponding ratio relationship of the electric freight vehicle is determined. Based on the ratio relationship and a preset high-efficiency area information table, the preset reference motor efficiency high-efficiency area corresponding to the electric freight vehicle is determined; wherein, the preset high-efficiency area information table includes multiple ratio relationships, and also includes high-efficiency areas corresponding to each of the multiple ratio relationships.

[0027] In one embodiment of this application, the high-efficiency region of the motor includes at least one or more of the following: minimum speed, maximum speed, optimal speed, minimum torque, maximum torque, and optimal torque.

[0028] Specifically, in this embodiment of the application, the minimum speed n1, the maximum speed n2, the optimal speed n0, the minimum torque T1, the maximum torque T2, and the optimal torque T0 are set according to the high-efficiency region of the motor efficiency characteristics.

[0029] Furthermore, the maximum speed and maximum torque set in this embodiment are range values, corresponding to the high-efficiency range of the motor. Vehicle load information is obtained through a load sensor, and the full-load design value for the electric truck is determined based on the vehicle model information; different vehicle models correspond to different full-load design values. The ratio between the vehicle load and the full-load design value is calculated to obtain the relationship between the two.

[0030] Furthermore, based on this ratio relationship, a query is performed in a preset high-efficiency region information table to determine the preset reference motor efficiency high-efficiency region corresponding to the ratio relationship. Based on this preset reference motor efficiency high-efficiency region, the corresponding preset maximum speed and preset maximum torque are determined. In this embodiment, a preset high-efficiency region information table is provided. This table includes different vehicle types, different ratio relationships based on different vehicle types, and different high-efficiency regions corresponding to each ratio relationship.

[0031] S102. Obtain current road condition information and accelerator pedal opening information. Based on the current road condition information and accelerator pedal opening information, adjust the preset reference motor efficiency high-efficiency area to obtain the actual motor efficiency high-efficiency area.

[0032] In one embodiment of this application, accelerator pedal opening information is acquired in real time, and compared with a preset accelerator pedal opening data table to determine the first reference maximum speed and the first reference maximum torque corresponding to the accelerator pedal opening information. The preset accelerator pedal opening data table includes multiple accelerator pedal openings, as well as the maximum speed and maximum torque corresponding to each of the multiple accelerator pedal openings, and real-time road condition information is acquired to determine a second reference maximum speed and a second reference maximum torque. Based on the first and second reference maximum speeds, a reference maximum speed is determined, and based on the first and second reference maximum torques, a reference maximum torque is determined. Based on the maximum speed and maximum torque, the preset reference motor efficiency high-efficiency region is adjusted to obtain the actual motor efficiency high-efficiency region.

[0033] Specifically, during vehicle operation, the accelerator pedal opening information is acquired in real time. Since different drivers have different driving habits, the degree of accelerator pedal depressment varies. This application embodiment pre-sets a preset accelerator pedal opening data table. This table includes different electric vehicle types, the corresponding accelerator pedal openings for each vehicle type, and the maximum engine speed and maximum torque corresponding to each different accelerator pedal opening. The accelerator pedal opening information for the current driver is compared with the preset accelerator pedal opening data table to determine the first reference maximum engine speed and the first reference maximum torque corresponding to the current accelerator pedal opening information.

[0034] In one embodiment of this application, the current road tilt angle and road surface smoothness are acquired in real time. When the tilt angle is greater than a preset angle threshold, a preset maximum speed and a preset maximum torque are adjusted based on the difference between the tilt angle and the preset angle threshold to obtain a third reference speed and a third reference torque. A road surface smoothness score is obtained based on the road surface smoothness condition. When the road surface smoothness score is less than a preset smoothness score threshold, the third reference speed and the third reference torque are adjusted based on the difference between the road surface smoothness score and the preset smoothness score threshold to obtain a second reference maximum speed and a second reference maximum torque.

[0035] Specifically, during vehicle operation, real-time road condition information is acquired, such as the road's inclination angle and road smoothness. A greater road inclination angle requires more power from the electric vehicle, and a less smooth road requires even more power. This embodiment calculates the difference between the currently acquired road inclination angle and a preset angle threshold, and adjusts the preset maximum speed and preset maximum torque based on this difference. For example, if the calculated road inclination angle is greater than the preset angle threshold, and the difference between the two is larger, the adjustment range for the current preset maximum speed is increased; that is, the current preset maximum speed is increased. Simultaneously, the adjustment range for the current preset maximum torque is also increased, resulting in the third reference maximum speed and third reference maximum torque.

[0036] Furthermore, the obtained road smoothness is analyzed to obtain a road surface smoothness score corresponding to the current road smoothness. The difference between this road surface smoothness score and a preset smoothness score is calculated. Based on the difference, the third reference speed and the third reference torque are adjusted. For example, if the road surface smoothness score is greater than the preset smoothness score, the larger the difference between the two, the greater the adjustment of the third reference speed and the third reference torque, thus obtaining the second reference maximum speed and the second reference maximum torque.

[0037] Furthermore, a reference maximum speed is determined by comparing the first and second reference maximum speeds based on the accelerator pedal opening. A reference maximum torque is also determined by comparing the first and second reference maximum torques. This reference maximum speed is used as the maximum speed within the preset high-efficiency range of the reference motor. Based on this maximum speed, the optimal and minimum speed ranges within the preset high-efficiency range are adjusted. Similarly, the reference maximum torque is used as the maximum torque within the preset high-efficiency range of the reference motor. Based on this maximum torque, the optimal and minimum torques within the preset high-efficiency range of the reference motor are adjusted. The actual high-efficiency range of the motor is obtained through the adjusted speed and torque ranges.

[0038] S103. When the electric freight vehicle is not fully loaded, activate the vehicle's pre-set economy mode.

[0039] In one embodiment of this application, when the electric truck is not fully loaded, the vehicle's preset economy mode is activated in response to an operation command sent by a multi-power switch located on the control panel in the driver's cab.

[0040] Specifically, when the electric truck is not fully loaded, turning on the control switch on the cab dashboard activates the vehicle control unit to start the vehicle's preset economy mode.

[0041] S104. When the vehicle is operating in the vehicle's preset economy mode, obtain the current speed and current torque of the electric truck.

[0042] In one embodiment of this application, when the vehicle is operating in the vehicle's preset economic mode, the speed and torque of the electric vehicle are collected in real time. Based on the acquired current speed and torque, the driving state of the electric truck is adjusted to achieve energy-saving control of the electric truck based on the current speed and torque.

[0043] S105. Based on the actual high-efficiency range of the motor, the current speed, the current torque, and the preset dual-speed ratio drive axle, the driving state of the electric truck is adjusted to achieve energy-saving control of the electric truck.

[0044] In one embodiment of this application, the current torque is compared with different torques corresponding to the actual high-efficiency region of the motor, and the current speed is compared with different speeds corresponding to the actual high-efficiency region of the motor. Based on the torque comparison results, speed comparison results, and a preset dual-speed ratio drive axle, the driving state of the electric truck is adjusted.

[0045] In one embodiment of this application, when the current torque is not greater than the highest torque corresponding to the high-efficiency region of the actual motor, and the current speed is not greater than the highest speed corresponding to the high-efficiency region of the actual motor, the preset dual-speed ratio drive axle is switched to a low-speed ratio state. Alternatively, when the current torque is greater than the optimal torque corresponding to the high-efficiency region of the actual motor, and the current speed is less than the lowest speed corresponding to the high-efficiency region of the actual motor, the preset dual-speed ratio drive axle is switched to a high-speed ratio state. Or, when the current torque is greater than the optimal torque corresponding to the high-efficiency region of the actual motor, and the current speed is greater than the lowest speed corresponding to the high-efficiency region of the actual motor, and the current speed is less than the optimal speed corresponding to the high-efficiency region of the actual motor, the preset dual-speed ratio drive axle is switched to a high-speed ratio state.

[0046] Specifically, the current torque is compared with different torques corresponding to the actual high-efficiency range of the motor, and the current speed is compared with different speeds corresponding to the actual high-efficiency range of the motor. If the current torque does not exceed the highest torque T2 corresponding to the actual high-efficiency range of the motor, and the current speed does not exceed the highest speed n2 corresponding to the actual high-efficiency range of the motor, the preset dual-speed ratio drive axle is switched to a smaller speed ratio. If the current speed is lower than the lowest speed n1 corresponding to the actual high-efficiency range of the motor, and the current torque is higher than the optimal torque T0 corresponding to the actual high-efficiency range of the motor, the preset dual-speed ratio drive axle is switched to a larger speed ratio to increase the vehicle speed and reduce the vehicle load rate. If the current speed is higher than the lowest speed n1 corresponding to the actual high-efficiency range of the motor, and lower than the optimal speed n0, and the current torque is higher than the optimal torque T0 corresponding to the actual high-efficiency range of the motor, the preset dual-speed ratio drive axle is switched to a larger speed ratio to increase the vehicle speed and reduce the vehicle load rate.

[0047] In this embodiment, n2 and T2 are defined as range values ​​corresponding to the high-efficiency range of the motor. The preset T2 and n2 values ​​are determined by the ratio of vehicle load information obtained from the load sensor to the vehicle's full-load design value. The T2 and n2 values ​​are then adjusted in real-time based on actual road conditions and accelerator pedal opening. By adjusting the vehicle's operating conditions according to different loads and driving conditions, the vehicle's range is improved while maintaining good power performance. The dual-speed ratio drive axle adjusts the vehicle's transmission ratio, achieving energy savings while maintaining vehicle power.

[0048] Figure 2 This is a schematic diagram of the structure of an energy-saving control device for an electric freight vehicle, provided as an embodiment of this application. Figure 2 As shown, an energy-saving control device for electric freight vehicles includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enable the at least one processor to: determine a preset reference motor efficiency high-efficiency region based on vehicle information of the electric freight vehicle; acquire current road condition information and accelerator pedal opening information, and adjust the preset reference motor efficiency high-efficiency region based on the current road condition information and the accelerator pedal opening information to obtain an actual motor efficiency high-efficiency region; activate a preset vehicle economy mode when the electric freight vehicle is not fully loaded; acquire the current speed and current torque of the electric freight vehicle while the vehicle is operating in the preset vehicle economy mode; and adjust the driving state of the electric freight vehicle based on the actual motor efficiency high-efficiency region, the current speed, the current torque, and a preset dual-speed ratio drive axle to achieve energy-saving control of the electric freight vehicle.

[0049] This application embodiment also provides a non-volatile computer storage medium storing computer-executable instructions, which are configured to: determine a preset reference motor efficiency high-efficiency region based on vehicle information of an electric truck; acquire current road condition information and accelerator pedal opening information, and adjust the preset reference motor efficiency high-efficiency region based on the current road condition information and the accelerator pedal opening information to obtain an actual motor efficiency high-efficiency region; activate a vehicle preset economy mode when the electric truck is not fully loaded; acquire the current speed and current torque of the electric truck while the vehicle is operating in the vehicle preset economy mode; and adjust the driving state of the electric truck based on the actual motor efficiency high-efficiency region, the current speed, the current torque, and a preset dual-speed ratio drive axle to achieve energy-saving control of the electric truck.

[0050] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments of apparatus, devices, and non-volatile computer storage media are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0051] The above descriptions are merely embodiments of this application and are not intended to limit the scope of this application. For those skilled in the art, various modifications and variations can be made to the embodiments of this application. These modifications or substitutions do not cause the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions in the embodiments of this application.

Claims

1. An energy saving control method for an electrically powered truck, characterized by, The method comprises: determining a preset reference motor efficiency high-efficiency area based on vehicle information of the electric truck; obtaining current road condition information and accelerator pedal opening degree information, and adjusting the preset reference motor efficiency high-efficiency area based on the current road condition information and the accelerator pedal opening degree information to obtain an actual motor efficiency high-efficiency area; starting a vehicle preset economy mode when the electric truck is in a non-full load state; obtaining a current speed and a current torque of the electric truck when the vehicle is running in the vehicle preset economy mode; adjusting a driving state of the electric truck based on the actual motor efficiency high-efficiency area, the current speed, the current torque, and a preset double-speed ratio drive axle to realize energy-saving control of the electric truck; the adjusting of the driving state of the electric truck based on the actual motor efficiency high-efficiency area, the current speed, the current torque, and the preset double-speed ratio drive axle specifically comprises: comparing the current torque with different torques corresponding to the actual motor efficiency high-efficiency area, and comparing the current speed with different speeds corresponding to the actual motor efficiency high-efficiency area; and adjusting the driving state of the electric truck based on the torque comparison result, the speed comparison result, and the preset double-speed ratio drive axle; the adjusting of the driving state of the electric truck based on the torque comparison result, the speed comparison result, and the preset double-speed ratio drive axle specifically comprises: switching the preset double-speed ratio drive axle to a small-speed ratio state when the current torque is not greater than a highest torque corresponding to the actual motor efficiency high-efficiency area and the current speed is not greater than a highest speed corresponding to the actual motor efficiency high-efficiency area; or switching the preset double-speed ratio drive axle to a large-speed ratio state when the current torque is greater than an optimal torque corresponding to the actual motor efficiency high-efficiency area and the current speed is less than a lowest speed corresponding to the actual motor efficiency high-efficiency area; or switching the preset double-speed ratio drive axle to the large-speed ratio state when the current torque is greater than the optimal torque corresponding to the actual motor efficiency high-efficiency area, the current speed is greater than the lowest speed corresponding to the actual motor efficiency high-efficiency area, and the current speed is less than an optimal speed corresponding to the actual motor efficiency high-efficiency area.

2. The energy-saving control method for an electrically driven truck according to claim 1, wherein The determining of the preset reference motor efficiency high-efficiency area based on the vehicle information of the electric truck specifically comprises: obtaining load information of the electric truck; determining a full load design value corresponding to the electric truck based on vehicle model information of the electric truck; determining a ratio relationship corresponding to the electric truck based on the load information and the full load design value; determining a preset reference motor efficiency high-efficiency area corresponding to the electric truck based on the ratio relationship and a preset high-efficiency area information table; wherein the preset high-efficiency area information table comprises a plurality of ratio relationships and high-efficiency areas corresponding to the plurality of ratio relationships, respectively.

3. The energy-saving control method for an electrically driven truck according to claim 2, wherein The motor efficiency high-efficiency region at least includes one or more of the lowest rotation speed, the highest rotation speed, the optimal rotation speed, the lowest torque, the highest torque, and the optimal torque.

4. The energy-saving control method for an electrically driven truck according to claim 1, wherein The current road condition information and the accelerator pedal opening degree information are acquired, and the preset reference motor efficiency high-efficiency region is adjusted based on the current road condition information and the accelerator pedal opening degree information to obtain an actual motor efficiency high-efficiency region, and the adjustment specifically includes: The accelerator pedal opening degree information is acquired in real time, and the accelerator pedal opening degree information is compared with a preset accelerator pedal opening degree data table to determine a first reference highest rotation speed and a first reference highest torque corresponding to the accelerator pedal opening degree information, wherein the preset accelerator pedal opening degree data table includes a plurality of accelerator pedal opening degrees and further includes highest rotation speeds and highest torques corresponding to the plurality of accelerator pedal opening degrees, respectively; and The current road condition information is acquired in real time, and a second reference highest rotation speed and a second reference highest torque are determined based on the road condition information; Based on the first reference highest rotation speed and the second reference highest rotation speed, a reference highest rotation speed is determined, and based on the first reference highest torque and the second reference highest torque, a reference highest torque is determined; The preset reference motor efficiency high-efficiency region is adjusted based on the highest rotation speed and the highest torque to obtain an actual motor efficiency high-efficiency region.

5. The energy-saving control method for an electrically driven truck according to claim 4, wherein The current road condition information is acquired in real time, and a second reference highest rotation speed and a second reference highest torque are determined based on the road condition information, and the determination specifically includes: The inclination angle and the road surface flatness of the current road are acquired in real time; In a case where the inclination angle is greater than a preset angle threshold, the preset highest rotation speed and the preset highest torque are adjusted based on a difference between the inclination angle and the preset angle threshold to obtain a third reference rotation speed and a third reference torque; A road surface flatness score is obtained based on the road surface flatness, and in a case where the road surface flatness score is less than a preset flatness score threshold, the third reference rotation speed and the third reference torque are respectively adjusted based on a difference between the road surface flatness score and the preset flatness score threshold to obtain the second reference highest rotation speed and the second reference highest torque.

6. The energy-saving control method for an electrically driven truck according to claim 1, wherein The vehicle preset economy mode is started in a case where the electric cargo vehicle is in a non-full load state, and the starting specifically includes: In a case where the electric cargo vehicle is in a non-full load state, an operation instruction sent by a multi-power switch arranged on a console of a cab is responded to, and the vehicle preset economy mode is started.

7. An energy-saving control device for an electric cargo vehicle, comprising: at least one processor; and a memory in communication connection with the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to: determine a preset reference motor efficiency high-efficiency region based on vehicle information of the electric cargo vehicle; Obtaining current road condition information and accelerator pedal opening degree information, and adjusting the preset reference motor efficiency high-efficiency area based on the current road condition information and the accelerator pedal opening degree information to obtain an actual motor efficiency high-efficiency area; In the case that the electrically driven truck is in a non-full load state, starting a vehicle preset economy mode; In the case that the vehicle is running in the vehicle preset economy mode, obtaining a current speed and a current torque of the electrically driven truck; Adjusting a driving state of the electrically driven truck based on the actual motor efficiency high-efficiency area, the current speed, the current torque, and a preset double-speed ratio drive axle to realize energy-saving control of the electrically driven truck; The adjusting of the driving state of the electrically driven truck based on the actual motor efficiency high-efficiency area, the current speed, the current torque, and the preset double-speed ratio drive axle specifically includes: Comparing the current torque with different torques corresponding to the actual motor efficiency high-efficiency area, and comparing the current speed with different speeds corresponding to the actual motor efficiency high-efficiency area; and adjusting the driving state of the electrically driven truck based on the torque comparison result, the speed comparison result, and the preset double-speed ratio drive axle; The adjusting of the driving state of the electrically driven truck based on the torque comparison result, the speed comparison result, and the preset double-speed ratio drive axle specifically includes: in the case that the current torque is not greater than a highest torque corresponding to the actual motor efficiency high-efficiency area, and the current speed is not greater than a highest speed corresponding to the actual motor efficiency high-efficiency area, switching the preset double-speed ratio drive axle to a small-speed ratio state; or in the case that the current torque is greater than an optimal torque corresponding to the actual motor efficiency high-efficiency area, and the current speed is less than a lowest speed corresponding to the actual motor efficiency high-efficiency area, switching the preset double-speed ratio drive axle to a large-speed ratio state; or in the case that the current torque is greater than the optimal torque corresponding to the actual motor efficiency high-efficiency area, the current speed is greater than the lowest speed corresponding to the actual motor efficiency high-efficiency area, and the current speed is less than an optimal speed corresponding to the actual motor efficiency high-efficiency area, switching the preset double-speed ratio drive axle to the large-speed ratio state.

8. A non-volatile computer storage medium storing computer executable instructions, the computer executable instructions being arranged to: determining a preset reference motor efficiency high-efficiency area based on vehicle information of an electrically driven truck; obtaining current road condition information and accelerator pedal opening degree information, and adjusting the preset reference motor efficiency high-efficiency area based on the current road condition information and the accelerator pedal opening degree information to obtain an actual motor efficiency high-efficiency area; in the case that the electrically driven truck is in a non-full load state, starting a vehicle preset economy mode; in the case that the vehicle is running in the vehicle preset economy mode, obtaining a current speed and a current torque of the electrically driven truck; ​ Adjust the driving state of the electric truck based on the actual motor efficiency high-efficiency region, the current rotating speed, the current torque, and a preset double-speed-ratio drive axle, so as to realize energy-saving control of the electric truck. The adjustment of the driving state of the electric truck based on the actual motor efficiency high-efficiency region, the current rotating speed, the current torque, and a preset double-speed-ratio drive axle specifically includes: Comparing the current torque with different torques corresponding to the actual motor efficiency high-efficiency region, and comparing the current rotating speed with different rotating speeds corresponding to the actual motor efficiency high-efficiency region; and adjusting the driving state of the electric truck based on the comparison results of the torques, the comparison results of the rotating speeds, and the preset double-speed-ratio drive axle. The adjustment of the driving state of the electric truck based on the comparison results of the torques, the comparison results of the rotating speeds, and the preset double-speed-ratio drive axle specifically includes: switching the preset double-speed-ratio drive axle to a small-speed-ratio state when the current torque is not greater than the highest torque corresponding to the actual motor efficiency high-efficiency region, and the current rotating speed is not greater than the highest rotating speed corresponding to the actual motor efficiency high-efficiency region; or switching the preset double-speed-ratio drive axle to a large-speed-ratio state when the current torque is greater than the optimal torque corresponding to the actual motor efficiency high-efficiency region, and the current rotating speed is less than the lowest rotating speed corresponding to the actual motor efficiency high-efficiency region; or switching the preset double-speed-ratio drive axle to the large-speed-ratio state when the current torque is greater than the optimal torque corresponding to the actual motor efficiency high-efficiency region, the current rotating speed is greater than the lowest rotating speed corresponding to the actual motor efficiency high-efficiency region, and the current rotating speed is less than the optimal rotating speed corresponding to the actual motor efficiency high-efficiency region.

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