Electric vehicle control method and device, terminal equipment and storage medium

Abstract

The invention is suitable for the technical field of electric vehicle control, and provides an electric vehicle control method and device, terminal equipment and a storage medium, and the method comprises the steps that the output current and the output voltage of a motor controller are obtained; obtaining a corresponding power factor angle according to the output current and the output voltage; based on the relation between the power factor angle and a preset power factor angle threshold value, the slippage state of the driving wheel is determined; and dynamically adjusting the output torque of the motor according to the slippage state. The embodiment of the invention can effectively reduce the dependence of the traction control system of the electric vehicle on the sensor, and improve the response speed and accuracy of the traction control system.

Description

Technical Field

[0001] The present application belongs to the technical field of electric vehicle control, and in particular, relates to an electric vehicle control method, device, terminal equipment and storage medium. Background Art

[0002] Traction Control System (TCS) is an important part of the electric vehicle control system. Its main function is to prevent the drive wheels from losing traction during acceleration, thereby improving the vehicle's driving stability and safety.

[0003] At present, the traction control system is mainly based on the monitoring data provided by various sensors, and then collects corresponding control measures to ensure stable driving of the vehicle. However, this method relies too much on sensors, which easily increases the cost of the system. Summary of the invention

[0004] In view of this, the embodiments of the present application provide an electric vehicle control method, apparatus, terminal device and storage medium to solve the problem in the prior art that the traction control system of an electric vehicle is too dependent on sensors.

[0005] A first aspect of an embodiment of the present application provides an electric vehicle control method, the electric vehicle control method comprising:

[0006] Get the output current and output voltage of the motor controller;

[0007] Obtaining a corresponding power factor angle according to the output current and the output voltage;

[0008] Determining a slip state of a driving wheel based on a relationship between the power factor angle and a preset power factor angle threshold;

[0009] The output torque of the motor is dynamically adjusted according to the slip state.

[0010] A second aspect of an embodiment of the present application provides an electric vehicle control device, the electric vehicle control device comprising:

[0011] A first acquisition module, used for acquiring an output current and an output voltage of a motor controller;

[0012] A second acquisition module, used for obtaining a corresponding power factor angle according to the output current and the output voltage;

[0013] a slip state determination module, configured to determine a slip state of a driving wheel based on a relationship between the power factor angle and a preset power factor angle threshold;

[0014] The adjustment module is used to dynamically adjust the output torque of the motor according to the slip state.

[0015] The third aspect of an embodiment of the present application provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the steps of the electric vehicle control method as described in the first aspect of the embodiment of the present application are implemented.

[0016] A fourth aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the electric vehicle control method as described in the first aspect of the embodiment of the present application are implemented.

[0017] The first aspect of the embodiment of the present application provides an electric vehicle control method, which obtains the output current and output voltage of the motor controller; then obtains the corresponding power factor angle based on the output current and output voltage; then determines the slip state of the drive wheel based on the relationship between the power factor angle and a preset power factor angle threshold; finally, dynamically adjusts the output torque of the motor according to the slip state, thereby effectively reducing the dependence of the electric vehicle's traction control system on sensors and improving the response speed and accuracy of the traction control system.

[0018] It can be understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 This is a first flow chart of the electric vehicle control method provided in the embodiment of the present application;

[0021] Figure 2 This is a second flow chart of the electric vehicle control method provided in the embodiment of the present application;

[0022] Figure 3 is a schematic structural diagram of an electric vehicle control device provided in an embodiment of the present application;

[0023] Figure 4 It is a schematic diagram of the structure of the terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0025] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0026] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0027] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways. "Multiple" means "two" or "more than two".

[0028] Traditional traction control systems are mainly based on monitoring data provided by various sensors, and then collect corresponding control measures to ensure stable vehicle driving. However, this method relies too much on sensors, which easily increases the complexity and cost of the system.

[0029] Based on this, an embodiment of the present application provides an electric vehicle control method, which obtains the output current and output voltage of a motor controller; then obtains the corresponding power factor angle based on the output current and output voltage; then determines the slip state of the drive wheel based on the relationship between the power factor angle and a preset power factor angle threshold; finally, dynamically adjusts the output torque of the motor according to the slip state, thereby effectively reducing the dependence of the electric vehicle's traction control system on sensors and improving the response speed and accuracy of the traction control system.

[0030] Embodiment 1

[0031] like Figure 1As shown, the electric vehicle control method provided in the embodiment of the present application includes the following steps S1 to S4:

[0032] Step S1, obtain the output current and output voltage of the motor controller, and proceed to step S2.

[0033] In applications, the output current of the motor controller can be obtained in real time through a current sensor (for example, a Hall effect sensor or a current transformer, etc.), and the output voltage of the motor controller can be obtained in real time through a voltage sensor (for example, a voltage divider resistor network or a dedicated voltage sensor).

[0034] In one embodiment, step S1 includes:

[0035] After the motor controller system is powered on, it performs self-test and initialization configuration;

[0036] Load the parameters of the motor controller system.

[0037] In the application, after the motor controller system is powered on, self-test is performed, including but not limited to MOSFET self-test, phase current zero point detection, bus current zero point detection, and back electromotive force sampling zero point detection.

[0038] Among them, MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor) self-test includes confirming whether the MOSFET is in the correct working state, checking whether the temperature of the MOSFET is within the allowable range, measuring the on-resistance of the MOSFET to ensure that its resistance in the on state meets the specification, and checking whether the insulation performance of the MOSFET is normal.

[0039] Phase current zero point detection, including determining the zero point offset of the current sensor by measuring each phase current when the motor is not rotating, and compensating the subsequent current measurement results according to the zero point offset to ensure measurement accuracy;

[0040] Bus current zero point detection, including measuring the output of the bus current sensor when the system is not working to determine its zero point offset, and adjusting the current measurement value according to the zero point offset to ensure accurate measurement;

[0041] Back-EMF sampling zero-point detection involves measuring the output of the back-EMF sensor when the motor is stationary to determine its zero-point offset, and adjusting the back-EMF measurement value based on the zero-point offset to ensure accurate measurement.

[0042] In the application, the initialization configuration includes but is not limited to chip bottom layer initialization, variable initialization, and task management initialization.

[0043] Among them, the bottom-level initialization of the chip includes: configuring the system clock and peripheral clock to ensure that each module can work correctly; configuring the functions of the general input and output pins (for example, setting the direction (input or output) and mode (floating, pull-up, pull-down, etc.) of the pin, etc.); configuring the interrupt controller, setting interrupt priority, enabling or disabling specific interrupts, etc.; configuring specific peripherals (such as timers, ADC, DAC, PWM, etc.); configuring communication interfaces (such as SPI, I2C, CAN, etc.), etc.

[0044] Variable initialization includes: initializing global variables to ensure that they have reasonable initial values; initializing local variables within a function to avoid using uninitialized variables and causing uncertain behavior; initializing flags to track system status or control flow; initializing specific registers, such as configuration registers, to ensure that they are in the correct initial state, etc.

[0045] Task management initialization includes: task creation and allocation of resources to each task; setting the priority of each task to determine the order of task execution; configuring the task scheduler to ensure that tasks are executed according to predetermined rules; initializing synchronization mechanisms such as semaphores, mutexes, etc. to coordinate resource sharing between tasks; configuring interrupt handlers to ensure that interrupts are handled correctly when they occur, etc.

[0046] In the application, the parameters of the motor controller system are loaded including but not limited to the rated power of the motor, the maximum torque that the motor can provide, the number of motor pole pairs (the value obtained by dividing the number of magnetic poles inside the motor by 2), the rated operating speed of the motor, the parameters of the PID (proportional-integral-differential) controller, the power factor angle threshold, etc.

[0047] Step S2: Obtain a corresponding power factor angle according to the output current and the output voltage, and proceed to step S3.

[0048] In applications, the power factor angle is the phase difference between the output voltage and the output current, which is used to describe the efficiency and load status of the motor. If the voltage and current are in phase, the power factor angle is 0°; if there is a phase difference between the voltage and current, the power factor angle is not 0°. Under ideal conditions, the power factor approaches 1 (the power factor angle approaches 0°), which means that the motor has high operating efficiency and optimal energy utilization.

[0049] Step S3: Determine the slip state of the driving wheel based on the relationship between the power factor angle and a preset power factor angle threshold, and proceed to step S4.

[0050] In applications, the power factor angle is closely related to the design, operating conditions and control strategy of the motor. Different motors have different normal ranges of power factor angles. Therefore, the power factor angle threshold should be set according to actual conditions and needs. For example, high-performance vehicles may require a more sensitive slip detection system, so a lower power factor angle threshold may be set to quickly respond to slight slips; on slippery roads (such as rainy days or icy and snowy roads), the threshold may need to be adjusted to reduce excessive intervention and allow a certain degree of slip to maintain sufficient traction.

[0051] In one embodiment, step S3 specifically includes:

[0052] If the power factor angle is greater than the power factor angle threshold, it is determined that the driving wheel has slipped, and a slip rate of the driving wheel is obtained according to the power factor angle;

[0053] If the power factor angle is less than or equal to the power factor angle threshold, it is determined that the drive wheel does not slip.

[0054] In application, when the vehicle is operating normally, the load of the motor is relatively balanced with the friction of the road surface, the motor runs at a stable speed, and the power factor angle is at a relatively stable value; when the wheel begins to slip, the friction of the road surface decreases, and the load of the motor suddenly decreases. At this time, the torque that the motor needs to output decreases, while the voltage of the motor remains unchanged; since the current of the motor is related to the load, a reduction in load leads to a decrease in current, while the voltage remains unchanged, which causes the current to lag relative to the voltage, thereby increasing the power factor angle.

[0055] In one embodiment, obtaining the slip rate of the driving wheel according to the power factor angle specifically includes:

[0056] determining weighting factors;

[0057] The slip ratio of the driving wheel is obtained according to the weighting factor and the power factor angle.

[0058] In applications, the weighting factor can be set according to actual needs and is not limited here.

[0059] In application, the slip ratio can be calculated by weighting the power factor angle, that is:

[0060] Y = K*cosθ;

[0061] Wherein, Y represents the slip ratio, K represents the weighting factor, and θ represents the power factor angle.

[0062] In the application, when the power factor angle is greater than the preset power factor angle threshold, it is determined that the drive wheel has slipped. The slip rate of the drive wheel can also be obtained according to the actual linear speed of the drive wheel and the actual driving speed of the vehicle, that is:

[0063]

[0064] Where, Y represents the slip rate, V 车轮 Indicates the actual linear velocity of the driving wheel, which can be calculated from the rotational speed of the driving wheel; V 车辆 Indicates the actual driving speed of the vehicle, which can be obtained through the vehicle speed sensor.

[0065] In application, when the friction between the wheel and the ground is not enough to support the torque transmitted by the wheel, the wheel will start to slip and the slip ratio will increase. A zero slip ratio means that the wheel is not slipping at all, while a higher slip ratio indicates that there is significant relative slip between the wheel and the ground. The ideal slip ratio is usually between slight slip and no slip, which can provide maximum traction without losing stability.

[0066] The degree of slip is an important indicator for evaluating the relative movement between the wheels and the road surface. Using the slip rate to represent the degree of slip can accurately monitor the degree of slip, thereby adjusting the output torque of the motor in a timely manner, which can effectively improve the performance and safety of the vehicle.

[0067] Step S4: dynamically adjusting the output torque of the motor according to the slip state.

[0068] In application, the output torque of the motor is dynamically adjusted according to the slip rate, thereby achieving traction control of the electric vehicle, which can effectively prevent the wheels from losing control and improve the safety and stability of vehicle driving.

[0069] In application, by dynamically adjusting the output torque of the motor to achieve the purpose of optimizing traction control, the energy of the motor can be used more effectively and the energy waste caused by wheel spin can be reduced. Efficient energy use can also increase the vehicle's mileage and have a positive impact on the overall efficiency and life of the battery, which helps to reduce the impact of electric vehicles on the environment and meets the current market demand for sustainable transportation.

[0070] In one embodiment, before step S4, the method further includes:

[0071] Get the running status data of the motor;

[0072] According to the operating status data, the parameters of the PID controller are dynamically adjusted.

[0073] In applications, the running status data of the motor includes but is not limited to the temperature data of the motor, the vibration level of the motor, the speed of the motor, the input current and input voltage of the motor, etc.

[0074] In applications, dynamically adjusting the parameters of the PID controller according to the operating status data of the motor can make the PID controller more adaptable to changing working conditions, thereby improving the response speed and stability of the system.

[0075] In applications, the working state of the motor can be evaluated based on the running state data of the motor, and then the parameters of the PID controller can be adjusted according to the working state of the motor based on preset rules. For example, if the temperature of the motor is too high, the integral gain is reduced to avoid overadjustment, and the differential gain is increased to improve stability. If the temperature of the motor is too low, the integral gain is increased to speed up the system response speed; or fuzzy logic or neural network algorithms are used to dynamically adjust the parameters of the PID controller; or machine learning algorithms (such as genetic algorithms, particle swarm optimization, etc.) are used to learn and optimize the parameters of the PID controller online.

[0076] In one embodiment, step S4 specifically includes:

[0077] If the driving wheel slips, the output torque of the motor is dynamically adjusted according to the PID controller;

[0078] If the driving wheel does not slip, the current output torque of the motor is kept unchanged.

[0079] In the application, when the power factor angle is greater than the power factor angle threshold, it can be determined that the drive wheel has slipped. At this time, it is necessary to dynamically adjust the output torque of the motor according to the PID controller (wherein the proportional control (P) quickly responds to the deviation, the integral control (I) eliminates the accumulated deviation, and the differential control (D) smoothes the control action and prevents overshoot); when the power factor angle is less than or equal to the power factor angle threshold, it can be determined that the drive wheel has not slipped. At this time, the current output torque of the motor can be kept unchanged.

[0080] In one embodiment, Figure 2 As shown, before step S4, the following steps S11 to S31 are also included:

[0081] Step S11, obtaining the motor speed of the motor;

[0082] Step S21, obtaining the output power and output torque of the motor according to the motor speed, the output current and the output voltage;

[0083] Step S31: If the output power is greater than a preset output power threshold and / or the output torque is greater than a preset output torque threshold, the slip state of the drive wheel is determined according to the relationship between the power factor angle and the power factor angle threshold.

[0084] In applications, the output power threshold can be set according to actual needs and is not limited here.

[0085] In applications, the output torque threshold can be set according to actual needs and is not limited here.

[0086] In applications, the output power of the motor can be obtained based on the output current and output voltage of the motor.

[0087] The output torque of the motor can be obtained by dividing the output power of the motor by the angular velocity of the motor (obtained by converting the rotational speed of the motor).

[0088] In an application, if the output power of the motor is greater than a preset output power threshold and / or the output torque of the motor is greater than a preset output torque threshold, the slip state of the drive wheel is determined based on the relationship between the power factor angle and the power factor angle threshold and according to the power factor angle.

[0089] In one embodiment, before step S4, the method further includes:

[0090] Obtain the first wheel speed of the driving wheel at the kth moment and the second wheel speed of the driving wheel at the k+1th moment;

[0091] If the variation between the second wheel speed and the first wheel speed exceeds a preset wheel speed variation range, the slip state of the driving wheel is determined according to a relationship between the power factor angle and the power factor angle threshold.

[0092] In the application, the first wheel speed of the driving wheel at the kth moment and the second wheel speed of the driving wheel at the k+1th moment can be calculated based on the encoder signal. If the change between the second wheel speed and the first wheel speed exceeds the preset wheel speed change range, the slip state of the driving wheel is determined based on the relationship between the power factor angle and the power factor angle threshold, thereby dynamically adjusting the output torque of the motor based on the slip state.

[0093] The vehicles in the above embodiments are all in a dynamic driving state. If the vehicle is stationary, the system needs to be in a standby state. The standby state can ensure that the system maintains a correct monitoring and response state when no adjustment command is received, and can enable the vehicle to quickly switch from the standby state to the active state to respond to sudden driving needs, such as acceleration or coping with slippage.

[0094] In applications, the standby state includes continuously monitoring data from voltage sensors, current sensors, speed sensors, etc., so as to be ready to respond at any time; maintaining communication with other systems of the vehicle (such as the power supply system) to ensure information synchronization and coordinated response; performing regular system self-checks, including software and hardware self-checks, to ensure that all components are in normal working condition; adjusting system settings according to environmental changes (such as temperature, etc.) to maintain the system in optimal operating condition, etc.

[0095] In the application, the monitoring feedback mechanism in the standby state can adjust and optimize the vehicle's performance data in real time to provide users with a more comfortable driving experience.

[0096] The electric vehicle control method based on power factor angle provided in the embodiment of the present application can be widely used in various types of electric vehicles. The slip state of the vehicle is judged by the electrical parameters of the motor itself, which reduces the system's demand for external sensors, which also means reducing the system's failure rate and maintenance costs, and improving the overall reliability of the system. In addition, the embodiment of the present application can provide users with a smoother driving experience, especially when accelerating and passing through uneven roads, providing a more direct and precise vehicle response, which is conducive to improving the user's driving experience.

[0097] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0098] Embodiment 2

[0099] The present application also provides an electric vehicle control device for executing the method steps in the electric vehicle control method embodiment. The device may be a virtual appliance in a terminal device, which is run by a processor of the terminal device, or the terminal device itself.

[0100] like Figure 3 As shown, the electric vehicle control device 100 provided in the embodiment of the present application includes a first acquisition module 101 , a second acquisition module 102 , a slip state determination module 103 , and an adjustment module 104 .

[0101] A first acquisition module 101 is used to acquire the output current and output voltage of the motor controller;

[0102] A second acquisition module 102, configured to obtain a corresponding power factor angle according to the output current and the output voltage;

[0103] A slip state determination module 103, configured to determine a slip state of a driving wheel based on a relationship between the power factor angle and a preset power factor angle threshold;

[0104] The adjustment module 104 is used to dynamically adjust the output torque of the motor according to the slip state.

[0105] In one embodiment, the slip state determination module 103 is specifically used to:

[0106] If the power factor angle is greater than the power factor angle threshold, it is determined that the driving wheel has slipped, and a slip rate of the driving wheel is obtained according to the power factor angle;

[0107] If the power factor angle is less than or equal to the power factor angle threshold, it is determined that the drive wheel does not slip.

[0108] In one embodiment, the adjustment module 104 is specifically configured to:

[0109] If the driving wheel slips, the output torque of the motor is dynamically adjusted according to the PID controller;

[0110] If the driving wheel does not slip, the current output torque of the motor is kept unchanged.

[0111] In one embodiment, the electric vehicle control device 100 further includes a parameter adjustment module 105 for:

[0112] Get the running status data of the motor;

[0113] According to the operating status data, the parameters of the PID controller are dynamically adjusted.

[0114] In one embodiment, the first acquisition module 101 is further configured to:

[0115] Get the motor speed of the motor;

[0116] In one embodiment, the second acquisition module 102 is further configured to:

[0117] Obtaining the output power and output torque of the motor according to the motor speed, the output current and the output voltage;

[0118] In one embodiment, the slip state determination module 103 is further configured to:

[0119] If the output power is greater than a preset output power threshold and / or the output torque is greater than a preset output torque threshold, the slip state of the drive wheel is determined according to the relationship between the power factor angle and the power factor angle threshold.

[0120] In one embodiment, the second acquisition module 102 is further configured to:

[0121] determining weighting factors;

[0122] In one embodiment, the slip state determination module 103 is further configured to:

[0123] The slip ratio of the driving wheel is obtained according to the weighting factor and the power factor angle.

[0124] In one embodiment, the electric vehicle control device 100 further includes an initialization module 106 for:

[0125] After the motor controller system is powered on, it performs self-test and initialization configuration;

[0126] Load the parameters of the motor controller system.

[0127] In application, each unit in the above device may be a software program module, or may be implemented by different logic circuits integrated in a processor or independent physical components connected to a processor, or may be implemented by multiple distributed processors.

[0128] Embodiment 3

[0129] like Figure 4 As shown, the embodiment of the present application further provides a terminal device 200, including: at least one processor 201 ( Figure 4 Only one processor is shown in the figure), memory 202, and a computer program 203 stored in the memory 202 and executable on at least one processor 201. When the processor 201 executes the computer program 203, the steps in the above-mentioned method embodiments are implemented.

[0130] In the application, the terminal device may include, but is not limited to, a processor, a memory, Figure 4 It is only an example of a terminal device and does not constitute a limitation on the terminal device. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components, such as human-computer interaction devices, input and output devices, network access devices, etc. The network access device may include a communication module for the terminal device to communicate with the user terminal.

[0131] In applications, the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. For example, the processor may be a timing controller (TCON). A general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc.

[0132] In applications, the memory may be an internal storage unit of a terminal device in some embodiments, for example, a hard disk or memory of the terminal device. The memory may also be an external storage device of the terminal device in other embodiments, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc., equipped on the terminal device. The memory may also include both an internal storage unit of the terminal device and an external storage device. The memory is used to store operating systems, applications, boot loaders, data, and other programs, such as program codes of computer programs. The memory may also be used to temporarily store data that has been output or is to be output.

[0133] In the application, the communication module can be set as any device that can directly or indirectly perform long-distance wired or wireless communication with the user terminal according to actual needs. For example, the communication module can provide communication solutions including wireless local area networks (WLAN) (such as Wi-Fi networks), Bluetooth, Zigbee, mobile communication networks, global navigation satellite systems (GNSS), frequency modulation (FM), near field communication technology (NFC), infrared technology (IR), etc., which are applied to network devices. The communication module may include an antenna, and the antenna may have only one array element or an antenna array including multiple array elements. The communication module can receive electromagnetic waves through the antenna, frequency modulate and filter the electromagnetic wave signals, and send the processed signals to the processor. The communication module can also receive the signal to be sent from the processor, frequency modulate and amplify it, and convert it into electromagnetic waves for radiation through the antenna.

[0134] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / modules are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0135] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example for illustration. In actual applications, the above-mentioned function allocation can be completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The functional modules in the embodiment can be integrated into a processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The above-mentioned integrated modules can be implemented in the form of hardware or in the form of software functional modules. In addition, the specific names of the functional modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0136] The embodiment of the present application further provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0137] An embodiment of the present application provides a computer program product. When the computer program product runs on a terminal device, the terminal device can implement the steps in the above-mentioned various method embodiments.

[0138] If the integrated module is implemented in the form of a software function module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include at least: any entity or device capable of carrying the computer program code to the terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a disk or an optical disk.

[0139] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0140] Those of ordinary skill in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0141] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0142] The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical modules, that is, they may be located in one place or distributed on multiple network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0143] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for controlling an electric vehicle, It is characterized in that The electric vehicle control method comprises: Get the output current and output voltage of the motor controller; Obtaining a corresponding power factor angle according to the output current and the output voltage; Determining a slip state of a driving wheel based on a relationship between the power factor angle and a preset power factor angle threshold; The output torque of the motor is dynamically adjusted according to the slip state.

2. The electric vehicle control method according to claim 1, It is characterized in that The determining the slip state of the driving wheel based on the relationship between the power factor angle and a preset power factor angle threshold comprises: If the power factor angle is greater than the power factor angle threshold, it is determined that the driving wheel has slipped, and a slip rate of the driving wheel is obtained according to the power factor angle; If the power factor angle is less than or equal to the power factor angle threshold, it is determined that the drive wheel does not slip.

3. The electric vehicle control method according to claim 2, It is characterized in that The dynamically adjusting the output torque of the motor according to the slip state includes: If the driving wheel slips, the output torque of the motor is dynamically adjusted according to the PID controller; If the driving wheel does not slip, the current output torque of the motor is kept unchanged.

4. The electric vehicle control method according to claim 3, It is characterized in that Before dynamically adjusting the output torque of the motor according to the slip state, the method further includes: Get the running status data of the motor; According to the operating status data, the parameters of the PID controller are dynamically adjusted.

5. The electric vehicle control method according to claim 2, It is characterized in that The step of obtaining the slip rate of the driving wheel according to the power factor angle comprises: determining weighting factors; The slip ratio of the driving wheel is obtained according to the weighting factor and the power factor angle.

6. The electric vehicle control method according to any one of claims 1 to 5, It is characterized in that Before dynamically adjusting the output torque of the motor according to the slip state, the method further includes: Get the motor speed of the motor; Obtaining the output power and output torque of the motor according to the motor speed, the output current and the output voltage; If the output power is greater than a preset output power threshold and / or the output torque is greater than a preset output torque threshold, the slip state of the drive wheel is determined according to the relationship between the power factor angle and the power factor angle threshold.

7. The electric vehicle control method according to claim 1, It is characterized in that Before obtaining the output current and output voltage of the motor controller, the method includes: After the motor controller system is powered on, it performs self-test and initialization configuration; Load the parameters of the motor controller system.

8. An electric vehicle control device, It is characterized in that The electric vehicle control device comprises: A first acquisition module, used for acquiring an output current and an output voltage of a motor controller; A second acquisition module, used for obtaining a corresponding power factor angle according to the output current and the output voltage; a slip state determination module, configured to determine a slip state of a driving wheel based on a relationship between the power factor angle and a preset power factor angle threshold; The adjustment module is used to dynamically adjust the output torque of the motor according to the slip state.

9. A terminal device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, It is characterized in that When the processor executes the computer program, the steps of the electric vehicle control method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program. It is characterized in that When the computer program is executed by a processor, the steps of the electric vehicle control method according to any one of claims 1 to 7 are implemented.

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