Traction control method and device for electric vehicle

Abstract

The invention discloses a traction control method for an electric vehicle. The method comprises the steps that the whole vehicle acceleration of the electric vehicle and the driving wheel acceleration of the electric vehicle are obtained; determining whether the electric vehicle is in a slipping state or not at least partially based on the difference value between the whole vehicle acceleration and the driving wheel acceleration; when it is determined that the electric vehicle is in the slipping state, the motor input torque of the electric vehicle is adjusted at least partially based on the difference value of the whole vehicle acceleration and the driving wheel acceleration.

Description

Technical Field

[0001] The present invention generally relates to electric vehicles and, more particularly, to traction control methods and apparatus for electric vehicles. Background Art

[0002] "Slipping" refers to the phenomenon that a vehicle slides out of control due to insufficient ground friction or loss of stable shape while driving, which directly leads to safety problems. The Anti-lock Braking System (ABS) is a device that can automatically control the braking force of the brakes when the vehicle brakes, so that the wheels are not locked and are in a state of rolling and sliding, to ensure that the adhesion between the wheels and the ground is at the maximum value. The ABS system usually determines whether the vehicle is in a "slipping" state by the speed difference between the driving wheel and the brake wheel or the acceleration difference between the whole vehicle and the driving wheel. Once the vehicle is in a "slipping" state, the ABS system will generate a torque reduction signal to act on the drive system, so that the vehicle is in a controlled state.

[0003] The existing ABS system is mainly used for gasoline-powered vehicles, while current electric vehicles are almost not equipped with ABS systems. In addition, the current ABS system requires wheel speed sensors or inertial sensors, which are relatively expensive. Summary of the invention

[0004] It is desired to provide a traction control method and device for electric vehicles, which can prevent the occurrence of "slipping" danger by adjusting the torque without the assistance of high-cost wheel speed sensors and inertial sensors, and can be applicable to different roads or driving scenarios, thereby improving the safety factor of the vehicle during driving.

[0005] According to one aspect of the present invention, a traction control method for an electric vehicle is provided. The method comprises obtaining the whole vehicle acceleration of the electric vehicle and the driving wheel acceleration of the electric vehicle; determining whether the electric vehicle is in a slipping state based at least in part on the difference between the whole vehicle acceleration and the driving wheel acceleration; and when it is determined that the electric vehicle is in a slipping state, adjusting the motor input torque of the electric vehicle based at least in part on the difference between the whole vehicle acceleration and the driving wheel acceleration.

[0006] According to another aspect of the present invention, a traction control system for an electric vehicle is provided, wherein the system comprises a memory and a processor coupled to the memory, wherein the processor is configured to enable one or more units to execute any one of the methods according to various embodiments of the present invention.

[0007] According to another aspect of the present invention, a traction control system for an electric vehicle is provided, wherein the system comprises a motor, a driving wheel, and a controller coupled to the motor, wherein the controller is configured to enable one or more units to perform any of the methods according to the various embodiments of the present invention.

[0008] According to yet another aspect of the present invention, a computer-readable medium is provided, which stores a computer program including instructions, which, when executed by a processor, cause one or more units to perform any one of the methods according to various embodiments of the present invention.

[0009] According to yet another aspect of the present invention, an electric vehicle is provided. The electric vehicle includes one or more units that perform the method according to any one of the various embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Various embodiments of the claimed subject matter will now be described by way of example with reference to the accompanying drawings. In the different drawings, the same reference numerals are used to denote the same or similar components.

[0011] Figure 1A A traction control system for an electric vehicle according to an embodiment of the present invention is shown.

[0012] Figure 1B A controller in a traction control system for an electric vehicle according to an embodiment of the present invention is shown.

[0013] Figure 2 A data flow diagram for traction control of an electric vehicle according to an embodiment of the present invention is shown.

[0014] Figure 3 A flow chart of a traction control method for an electric vehicle according to an embodiment of the present invention is shown.

[0015] Figure 4 A block diagram of a device that can be used in a traction control method for an electric vehicle according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0016] In the following description, many specific details are set forth to provide a thorough understanding of the embodiments of the present invention. However, those skilled in the relevant art will recognize that the present invention can be practiced without one or more of the specific details, or alternative methods, components, etc. can be used to practice the present invention. In some instances, well-known structures and operations are not shown or described in detail to avoid unnecessarily obscuring the present invention.

[0017] It should be understood that the term "electric vehicle" or other similar terms used herein include, for example, passenger cars (including sport utility vehicles, buses, trucks, etc.), various commercial vehicles, etc., and include electric cars, electric tricycles, electric two-wheeled vehicles such as electric motorcycles or electric bicycles, etc.

[0018] "Slipping" refers to the phenomenon that a vehicle slides out of control due to insufficient ground friction or loss of stable shape while driving, which directly leads to safety problems. The ABS system usually determines whether the vehicle is in a "slipping" state by the speed difference between the drive wheel and the brake wheel or the acceleration difference between the whole vehicle and the drive wheel. Once the vehicle is in a "slipping" state, the ABS system will generate a torque reduction signal to act on the drive system, so that the vehicle is under control. However, current electric vehicles are almost not equipped with ABS systems, and the ABS system requires wheel speed sensors or inertial sensors, which are relatively expensive. Therefore, a new solution suitable for electric vehicles is needed to achieve accurate and robust traction control.

[0019] Figure 1A A traction control system for an electric vehicle according to an embodiment of the present invention is shown, comprising: a motor 1, a controller 2, a driving wheel 3, a driven wheel 4, and a sensor 5. The motor 1 is connected to the driving wheel 3 to drive the driving wheel 3 to rotate; the controller 2 is at least connected to the motor 1, the driven wheel 4, and the sensor 5 to obtain data captured by the sensor 5, and adjusts the input torque of the motor 1 according to the data captured by the sensor 5.

[0020] Figure 1B A controller 2 in a traction control system for an electric vehicle according to an embodiment of the present invention is shown, comprising at least one or more of the following items: a calculation unit 21; a storage unit 22; a judgment unit 23; a control unit 24, and the one or more units are electrically connected to each other.

[0021] In one embodiment, the calculation unit 21 calculates the whole vehicle acceleration and the driving wheel acceleration of the electric vehicle, and the various parameters required for the calculation are stored in the storage unit 22. The judgment unit 23 determines whether the electric vehicle is in a slipping state based on the difference between the whole vehicle acceleration and the driving wheel acceleration. When it is determined that the electric vehicle is in a slipping state, the trigger control unit 24 adjusts the motor input torque of the vehicle based on the difference between the whole vehicle acceleration and the driving wheel acceleration.

[0022] In one embodiment, the calculation unit 21 obtains the vehicle acceleration a of the electric vehicle based on formula (1): 0 :

[0023]

[0024] Wherein, T is the output torque of the driving wheel, R is the radius of the driving wheel, m is the sum of the masses of the electric vehicle and the driver, and f is the resistance encountered by the electric vehicle.

[0025] In one embodiment, the drive wheel output torque can be calculated based on the motor power and the motor speed, for example, T=P / ω. In another embodiment, the motor torque has a predetermined relationship with the current and the motor parameters, and the drive wheel output torque T can be calculated based on the sampled data of the motor phase current and / or line current combined with the motor parameters. In other embodiments, any applicable method for calculating the motor output torque in the art can be used.

[0026] In one embodiment, the driver's mass can be determined by one of the following: nominally determining the driver's mass, such as 75 kg, according to different vehicle models; calculating the driver's mass via the calculation unit 21 using a gravity sensor; or calculating the driver's mass via the calculation unit 21 based on the drive wheel output torque.

[0027] In one embodiment, f is the sum of one or more of air resistance, ramp resistance and rolling resistance. The air resistance, ramp resistance and rolling resistance can be obtained based on formulas (2)-(4):

[0028]

[0029]

[0030]

[0031] Among them, C d is the air friction coefficient, A is the cross-sectional area of ​​the electric vehicle, v is the speed of the electric vehicle, g is the acceleration due to gravity, μ is the sliding friction coefficient, is the climbing angle of the electric vehicle, and where C d , g, and μ can be determined by any suitable method in the art.

[0032] In one embodiment, v may be obtained via any applicable sensor within the electric vehicle, for example, a rotor position sensor within the motor 1 .

[0033] In one embodiment, The determination can be made by any suitable method in the art. For example, the slope of the road on which the vehicle is currently located is calculated based on the difference between the vehicle's full acceleration and the longitudinal acceleration and the gravity acceleration. For another example, the slope estimation is performed based on the Kalman filter algorithm. In one embodiment, The calculation may be performed in real time via the calculation unit 21 as the vehicle travels.

[0034] In one embodiment, when the vehicle is traveling on a flat road, the vehicle acceleration a 0 can be well estimated. However, when the vehicle is going uphill, the f calculated according to formulas (2)-(4) may increase, so the a calculated according to formula (1) 0 In this case, based on the obtained vehicle acceleration a 0 and the driving wheel acceleration a 1 The judgment unit 23 may make a misjudgment (e.g., misjudgment as a) to determine whether the electric vehicle is in a slipping state. 0 1 ), which may lead to the mis-triggering of the torque adjustment of the control unit 24. When the vehicle is going downhill, the f calculated according to formulas (2)-(4) may decrease, so the a calculated according to formula (1) 0 In this case, the serious slipping state of the electric vehicle can still be detected, and there is no problem of false triggering of torque adjustment. Therefore, when the electric vehicle is in a climbing state, the calculation unit 21 can use a buffer value to calculate the vehicle acceleration a 0 Compensation is performed to reduce the load due to the determined mass m and / or climbing angle The error in the calculation caused by the a 0 The error relative to the actual value.

[0035] In one embodiment, the vehicle acceleration a is calculated. 0 The buffer value for compensation may be determined by any applicable method in the art. For example, the buffer value may be determined based on empirical data statistics. For another example, the buffer value may be calculated and determined based on one or more of the climbing angle of the electric vehicle, the sum of the weight of the electric vehicle and the driver, and the cross-sectional area of ​​the electric vehicle.

[0036] In one embodiment, the calculation unit 21 calculates the driving wheel acceleration a of the electric vehicle based on the traveling speed of the electric vehicle. 1 For example, the speed of the electric vehicle can be determined by the sensor 5 in the motor 1. The driving wheel acceleration can be calculated based on the speed of the vehicle by any suitable method in the art. For example, a differential algorithm is used to calculate the driving wheel acceleration based on the speed of the vehicle. For another example, a Kalman filter algorithm is used to calculate the driving wheel acceleration based on the speed of the vehicle.

[0037] ​In one embodiment, the judgment unit 23 determines that the electric vehicle is in a slipping state based on a comparison between the difference between the obtained whole vehicle acceleration and the driving wheel acceleration and a predetermined threshold. In one embodiment, the predetermined threshold is stored in the storage unit 22. Usually, the predetermined threshold can be zero, that is, when the driving wheel acceleration is greater than the whole vehicle acceleration, the judgment unit 23 determines that the electric vehicle is in a slipping state. In some cases, such as when the vehicle is in a climbing process, the whole vehicle acceleration calculated by the calculation unit 21 may be too small, so the predetermined threshold can be set to a value less than zero, thereby avoiding false triggering of torque adjustment. In one embodiment, the predetermined threshold can be determined based on one or more of the climbing angle of the electric vehicle, the sum of the weight of the electric vehicle and the driver, and the cross-sectional area of ​​the electric vehicle. In one embodiment, the predetermined threshold can be determined by the calculation unit 21. In other cases, even if the vehicle is in a climbing process, as described above, the calculation unit 21 can use a buffer value to adjust the calculated whole vehicle acceleration a 0 After compensation is performed, the judgment unit 23 can determine that the electric vehicle is in a slipping state based on the compensated vehicle acceleration.

[0038] In one embodiment, when it is determined that the electric vehicle is in a slipping state, the control unit 24 is triggered to generate a compensation torque value based on the difference between the whole vehicle acceleration and the driving wheel acceleration to adjust the motor input torque of the vehicle. When the vehicle is in a slipping state, the compensation torque value needs to be used to reduce the motor input torque to reduce the driving wheel output torque, thereby restoring the grip and allowing the vehicle to exit the out-of-control state.

[0039] In one embodiment, the control unit 24 may be any suitable controller in the art. For example, the control unit 24 may be a proportional-integral controller.

[0040] In one embodiment, the driving wheel may be a rear wheel of an electric vehicle. The electric vehicle may be an electric car, an electric tricycle, an electric two-wheeled vehicle such as an electric motorcycle or an electric bicycle. When the number of driving wheels 3 of the electric vehicle exceeds one, the relevant parameters may be calculated based on the sensor 5 in the motor 1 of only one of the driving wheels 3. Alternatively, the relevant parameters may be calculated based on the sensors 5 in the motors 1 of multiple driving wheels 3.

[0041] Figure 2 A data flow diagram for traction control of an electric vehicle according to an embodiment of the present invention is shown.

[0042] like Figure 2 As shown, the vehicle acceleration a of the electric vehicle is obtained 0 and the driving wheel acceleration a 1 In one embodiment, the vehicle acceleration a 0 and the driving wheel acceleration a 1Can be by reference Figure 1B The calculation unit 21 described is obtained.

[0043] In one embodiment, the vehicle acceleration a 0 It can be calculated according to the formulas (1)-(4) described above. In one embodiment, the driving wheel acceleration a 1 It can be calculated based on the traveling speed of the electric vehicle as mentioned above.

[0044] In one embodiment, when the electric vehicle is in a climbing state, the vehicle acceleration a of the electric vehicle can be adjusted by a buffer value b. 0 In one embodiment, the vehicle acceleration a is calculated. 0 The buffer value b for compensation can be determined by any applicable method in the art. For example, the buffer value can be statistically determined based on empirical data (including experimental data of various road surfaces such as slopes, and experimental data of various road conditions). For another example, the buffer value can be calculated based on one or more of the climbing angle of the electric vehicle, the sum of the weight of the electric vehicle and the driver, and the cross-sectional area of ​​the electric vehicle. In one embodiment, the buffer value b can be determined by referring to Figure 1B The calculation unit 21 described above determines the above.

[0045] like Figure 2 As shown further, the vehicle acceleration a is obtained 0 and the driving wheel acceleration a 1 The difference Δa=a 0 -a 1 , and determine whether the electric vehicle is in a slipping state based on Δa. In one embodiment, whether the electric vehicle is in a slipping state can be determined by referring to Figure 1B The determination is made by the determination unit 23 described.

[0046] In one embodiment, it can be determined that the electric vehicle is in a slipping state based on a comparison between Δa and a predetermined threshold. In one embodiment, the predetermined threshold is zero, and when Δa<0, the electric vehicle is determined to be in a slipping state. In another embodiment, when the vehicle is in a climbing process, the predetermined threshold thr is a value less than zero, and when Δa<thr, the electric vehicle is determined to be in a slipping state. In one embodiment, the predetermined threshold can be calculated based on one or more of the climbing angle of the electric vehicle, the sum of the weight of the electric vehicle and the driver, and the cross-sectional area of ​​the electric vehicle. In one embodiment, the predetermined threshold can be determined by reference to Figure 1B The calculation unit described is determined.

[0047] In an alternative embodiment, when the vehicle is in a climbing state, the compensated vehicle acceleration a is obtained. 0+b and driving wheel acceleration a 1 The difference Δa=a 0 +ba 1 , and determines whether the electric vehicle is in a slipping state based on Δa. In one embodiment, the predetermined threshold is zero, and the electric vehicle is determined to be in a slipping state when Δa<0. Although the example given in the above embodiment is that Δa is less than the predetermined threshold, it is easy for those skilled in the art to understand that according to different calculation rules and symbols, in other equivalent embodiments, based on Δa with different definitions (for example, Δa=a 1 -(a 0 + b)) and Δa is greater than a predetermined threshold to determine that the electric vehicle is in a slipping state. That is, when the difference between the driving wheel acceleration and the vehicle acceleration (for example, Δa = a 1 -(a 0 +b)) when the electric vehicle is in a slipping state, it is determined that the electric vehicle is in a slipping state.

[0048] like Figure 2 As further shown, when it is determined that the electric vehicle is in a slipping state, based on the vehicle acceleration a 0 and the driving wheel acceleration a 1 The difference Δa is used to adjust the motor input torque T of the electric vehicle re In one embodiment, adjusting the motor input torque of the electric vehicle can be performed by referring to Figure 1B The control unit 24 described above is used to perform the above operations.

[0049] In one embodiment, the vehicle acceleration a 0 and the driving wheel acceleration a 1 The difference Δa is used to generate a compensation torque value T co In one embodiment, the compensation torque value may be generated by a proportional-integral controller, the input of the proportional-integral controller is the difference Δa, and the output is the compensation torque value T co In one embodiment, when the input Δa of the proportional-integral controller is negative, the compensation torque value T co Is positive.

[0050] In another embodiment, it is easy to understand for those skilled in the art that, according to different calculation rules and symbols, in other equivalent embodiments, the control unit 24 may be other applicable controllers. When the input Δa of the control unit 24 is negative, the compensation torque value T output by the control unit 24 is co Can be positive or negative.

[0051] In one embodiment, when the output compensation torque value T coWhen the given torque T of the electric vehicle is re Subtract the obtained compensation torque value T co to adjust the torque value (T re -T co ) as the final motor input torque T. In other embodiments, when the output compensation torque value T co When it is negative, the given torque T of the electric vehicle can be used re Add the obtained compensation torque value T co to adjust the torque value (T re +T co ) as the final motor input torque T. The given torque can be adjusted with the compensation torque value in any manner applicable in the art, and the adjustment method is only used as an example and not limited. Wherein the given torque T re It can be the required torque determined based on the driver's operation. When the electric vehicle is a two-wheeled vehicle, the given torque T re The required torque may be determined based on the handlebar opening generated by the driver's action on the handlebar of the two-wheeled vehicle. The motor input torque T refers to the torque T input to the motor by the controller. Specifically, the voltage signal representing the handlebar opening generated by the driver's operation of the handlebar is fed back to the controller, and the controller obtains the given torque T based on the voltage signal. re .

[0052] Figure 3 A flow chart of a traction control method for an electric vehicle according to an embodiment of the present invention is shown.

[0053] In step S310, a device (such as an electric vehicle, a processor in an electric vehicle, or one or more units in an electric vehicle) configured with a controller 2 for traction control obtains the whole vehicle acceleration of the electric vehicle and the driving wheel acceleration of the electric vehicle.

[0054] In one embodiment, the vehicle acceleration of the electric vehicle can be obtained based on formula (1). The various parameters in formula (1) can be obtained with reference to the above description.

[0055] In one embodiment, when the electric vehicle is in a climbing state, a buffer value can be used to compensate the calculated vehicle acceleration. In one embodiment, the buffer value used for compensation can be determined by any applicable method in the art. For example, the buffer value can be determined based on empirical data statistics. For another example, the buffer value can be calculated based on one or more of the climbing angle of the electric vehicle, the sum of the weight of the electric vehicle and the driver, and the cross-sectional area of ​​the electric vehicle.

[0056] In one embodiment, the driving wheel acceleration of the electric vehicle is obtained based on the travel speed of the electric vehicle determined by a rotor position sensor within the motor.

[0057] In step S320, the apparatus determines whether the electric vehicle is in a slipping state based at least in part on a difference between the whole vehicle acceleration and the driving wheel acceleration.

[0058] In one embodiment, the electric vehicle is determined to be in a slipping state when the difference between the whole vehicle acceleration and the driving wheel acceleration is less than a predetermined threshold. In one embodiment, the predetermined threshold may be zero, that is, when the driving wheel acceleration is greater than the whole vehicle acceleration, the electric vehicle is determined to be in a slipping state. In another embodiment, the predetermined threshold may be set to a value less than zero to avoid false triggering of torque adjustment during the vehicle's uphill climb. In one embodiment, the predetermined threshold may be determined based on one or more of the climbing angle of the electric vehicle, the sum of the weight of the electric vehicle and the driver, and the cross-sectional area of ​​the electric vehicle.

[0059] In step S330, when it is determined that the electric vehicle is in a slipping state, the apparatus adjusts the motor input torque of the electric vehicle based at least in part on the difference between the whole vehicle acceleration and the driving wheel acceleration.

[0060] In one embodiment, a compensation torque value is generated based on the difference value to adjust the motor input torque of the electric vehicle. In one embodiment, the compensation torque value is generated by a proportional integral controller.

[0061] In one embodiment, the obtained compensation torque value may be subtracted from the given torque of the electric vehicle for adjustment, and the adjusted torque value may be used as the final motor input torque.

[0062] In one embodiment, the driving wheel of the electric vehicle may be the rear wheel of the electric vehicle. The electric vehicle may be an electric car, an electric tricycle, an electric motorcycle or an electric bicycle. When the number of driving wheels of the electric vehicle exceeds one, the relevant parameters may be calculated based on the sensor in the motor of only one of the driving wheels. Alternatively, the relevant parameters may be calculated based on the sensors in the motors of multiple driving wheels.

[0063] Figure 4 A block diagram of a device that can be used for a traction control method for an electric vehicle according to an embodiment of the present invention is shown. In one embodiment of the present invention, the device may include a control unit or auxiliary system of the vehicle, such as an electronic control unit (ECU), an electronic management unit (EMU), a traction control system, an anti-lock braking system, etc. In other embodiments, the device may include an electric vehicle.

[0064] The exemplary device includes a processor 404 connected to an internal communication bus 402, and the processor 404 is used to execute instructions in a memory 406 to implement the traction control method for an electric vehicle described in detail above. Examples of the processor 404 may include a central processing unit (CPU), a microcontroller, and the like. The memory 406 suitable for tangibly embodying computer program instructions and data includes various forms of memory, such as EPROM, EEPROM, and flash memory devices, and the like. The device may also include an input interface 408 and an output interface 410. The input interface 408 is used to receive input signals and data, such as data from various sensors. The output interface 410 is used to send output signals and data, such as various commands or signaling for traction control of electric vehicles.

[0065] The computer program may include instructions executable by a computer, which are used to cause the processor 404 of the device to perform the traction control method for an electric vehicle of the present invention. The program may be recorded on any data storage medium including a memory. For example, the program may be implemented in digital electronic circuits, or in computer hardware, firmware, software, or a combination thereof. The process / method steps described in the present invention may be performed by a programmable processor that executes program instructions to perform methods, steps, operations by operating on input data and generating outputs.

[0066] According to another aspect of the present invention, a traction control system for an electric vehicle is provided. The system includes a motor; a drive wheel; a controller coupled to the motor, and the controller is configured to enable one or more units to perform the method according to any one of the various embodiments of the present invention. The controller and the motor may be integrated or separately arranged. The electric vehicle may be an electric two-wheeled vehicle, the motor may be a wheel hub motor, the controller may be an inverter, and the inverter may be integrated with the wheel hub motor.

[0067] In addition to what is described herein, various modifications may be made to the disclosed embodiments and implementations of the present invention without departing from the scope of the disclosed embodiments and implementations of the present invention. Therefore, the descriptions and examples herein should be interpreted as illustrative rather than limiting. The scope of the present invention should be measured only by reference to the claims.

Claims

1. A traction control method for an electric vehicle, comprising: Obtaining the whole vehicle acceleration of the electric vehicle and the driving wheel acceleration of the electric vehicle; determining whether the electric vehicle is in a slipping state based at least in part on a difference between the whole vehicle acceleration and the drive wheel acceleration; When it is determined that the electric vehicle is in a slipping state, the motor input torque of the electric vehicle is adjusted based at least in part on the difference between the whole vehicle acceleration and the drive wheel acceleration.

2. The method according to claim 1, wherein: The vehicle acceleration of the electric vehicle is obtained based on the following formula: Wherein, a0 is the acceleration of the whole vehicle, T is the output torque of the driving wheel, R is the radius of the driving wheel, m is the sum of the weight of the electric vehicle and the driver, and f is the resistance encountered by the electric vehicle.

3. The method of claim 2, wherein the quality of the driver is determined by one of the following: Nominally determining the mass of the driver according to different vehicle models; determining the mass of the driver by means of a gravity sensor; or The mass of the driver is determined based on drive wheel output torque.

4. The method according to claim 2, wherein: The resistance encountered by the electric vehicle is the sum of one or any multiple of air resistance, slope resistance and rolling resistance.

5. The method according to claim 4, wherein: The air resistance, ramp resistance and rolling resistance are obtained based on the following formula: Among them, C d is the air friction coefficient, A is the cross-sectional area of ​​the electric vehicle, v is the travel speed of the electric vehicle, g is the gravitational acceleration, μ is the sliding friction coefficient, is the climbing angle of the electric vehicle.

6. The method according to claim 1, further comprising: When the electric vehicle is in a climbing state, the obtained whole vehicle acceleration of the electric vehicle is compensated by a buffer value. 7 . The method of claim 6 , wherein the buffer value is determined based on one or any combination of a climbing angle of the electric vehicle, a sum of weights of the electric vehicle and a driver, and a cross-sectional area of ​​the electric vehicle.

8. The method according to claim 1, wherein: The driving wheel acceleration of the electric vehicle is obtained based on a traveling speed of the electric vehicle, which is determined by a position sensor within a motor.

9. The method according to claim 1, wherein: Determining whether the electric vehicle is in a slipping state based at least in part on the difference between the whole vehicle acceleration and the driving wheel acceleration includes: When the difference between the whole vehicle acceleration and the driving wheel acceleration is less than a predetermined threshold, it is determined that the electric vehicle is in a slipping state.

10. The method according to claim 1, wherein: Adjusting the motor input torque of the electric vehicle based at least in part on the difference between the vehicle acceleration and the drive wheel acceleration includes: A compensation torque value is generated based on the difference to adjust the motor input torque of the electric vehicle.

11. The method according to claim 10, wherein: The compensation torque value is generated by a proportional-integral controller.

12. The method according to claim 10, wherein: Generating the compensation torque value based on the difference value to adjust the motor input torque of the electric vehicle includes: The motor input torque of the electric vehicle is obtained by subtracting the compensation torque value from the required torque determined based on the driver's operation of the electric vehicle.

13. The method according to claim 12, wherein: The required torque determined based on the driver's operation of the electric vehicle is determined based on a throttle opening of the electric vehicle.

14. The method according to claim 1, wherein: The drive wheels are rear wheels of the electric vehicle.

15. The method according to claim 1, wherein: The electric vehicle includes an electric two-wheeled vehicle.

16. A traction control system for an electric vehicle, comprising: Memory; A processor is coupled to the memory, wherein the processor is configured to cause one or more units to perform the method according to any one of claims 1-15.

17. A traction control system for an electric vehicle, comprising: Motor; Drive wheels; A controller is coupled to the motor, the controller being configured to cause one or more units to perform the method according to any one of claims 1-15.

18. A computer readable medium storing a computer program comprising instructions which, when executed by a processor, cause one or more units to perform the method according to any one of claims 1 to 15.

19. An electric vehicle comprising one or more units for performing the method according to any one of claims 1-15.

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