Control method, device and equipment for ramp running of electric vehicle and electric vehicle

Abstract

The invention is suitable for the technical field of vehicle control, and provides a control method, device and equipment for ramp driving of an electric vehicle and the electric vehicle. The method comprises the steps that when it is recognized that the electric vehicle is in an uphill sliding state, driving data information of the electric vehicle is obtained; the driving data information comprises a current rotating handle output force value, a current anti-slip output force value and a Hall state; if the current rotating handle output force value is smaller than the current anti-slope-sliding output force value, the current anti-slope-sliding output force value of the electric vehicle is adjusted according to the Hall state, and a target anti-slope-sliding output force value of the electric vehicle is obtained; the sliding speed value of the electric vehicle in the uphill sliding process is controlled to be maintained at the preset sliding speed value according to the target anti-slope-sliding output force value. According to the method, stable sliding of the electric vehicle can be achieved without installing an acceleration sensor, an inclination sensor or a pressure sensor in the electric vehicle, and meanwhile the sensor cost is reduced.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and in particular, relates to a control method, device, equipment and electric vehicle for electric vehicle ramp driving. Background Art

[0002] Slope-slip control is a safety method used when a vehicle or object slides backward on a steep slope. At present, there are two existing slope-slip control technologies: one is to directly use the slope-holding method, that is, when the vehicle is detected to be sliding backward, the motor is directly locked to stop the vehicle on the slope to achieve the effect of slope-slipping; the other is to use the three-phase short-circuit method of the motor, that is, when the vehicle is detected to be sliding backward, the three-phase short-circuit of the motor is made, so that the controller does not participate in the force adjustment.

[0003] However, when the parking mode is adopted, due to the large weight and load mass of the electric vehicle itself, a large phase current output torque is required to keep the vehicle stationary on the slope. At this time, a large current is always flowing through the MOS tube in the controller and the three-phase line of the motor, and the current does not do work. The electrical energy is converted into heat energy, which causes the temperature of the controller and the motor to rise very quickly, which is very easy to damage the controller and the motor. Moreover, when the three-phase short-circuit mode of the motor is adopted, although it can solve the problem of heating caused by the large current flowing when parking, the three-phase short-circuit mode relies on the back electromotive force generated by the motor when it rotates backward to resist the rotation of the motor. The resistance generated by this method cannot effectively prevent the motor from sliding backward, making the vehicle's backward sliding speed uncontrollable, and the steeper the slope, the faster the sliding speed. Summary of the invention

[0004] The embodiments of the present application provide a control method, device, equipment and electric vehicle for electric vehicle driving on a slope, which can solve the problem that in the process of electric vehicle sliding backward uphill, the existing anti-slope method has serious overheating due to the motor being stationary and jammed, which may cause the controller and the motor to be easily damaged and the vehicle sliding speed to be uncontrollable.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling an electric vehicle to travel on a slope, the method comprising:

[0006] When it is identified that the electric vehicle is in an uphill sliding state, the driving data information of the electric vehicle is obtained, wherein the driving data information includes: the current throttle output force value, the current anti-slip output force value, and the Hall state; the Hall state is used to represent the number of Hall code changes of the motor in the electric vehicle per unit time;

[0007] If the current handlebar output force value is less than the current anti-slope rollback output force value, the current anti-slope rollback output force value of the electric vehicle is adjusted according to the Hall state to obtain the target anti-slope rollback output force value of the electric vehicle, so as to control the gliding speed of the electric vehicle during uphill gliding to maintain it at a preset gliding speed value according to the target anti-slope rollback output force value.

[0008] In a possible implementation manner of the first aspect, the Hall state includes an increase in the Hall change rate, a decrease in the Hall change rate, and a constant Hall change rate.

[0009] If the current throttle output force value is less than the current anti-slope output force value, the current anti-slope output force value of the electric vehicle is adjusted according to the Hall state to obtain a target anti-slope output force value of the electric vehicle, including:

[0010] If the Hall state is that the Hall change rate increases, it is determined that the motor of the electric vehicle is in an accelerating reverse state, and the current anti-slope output force value is increased to obtain the target anti-slope output force value of the electric vehicle;

[0011] If the Hall state is that the Hall change rate is unchanged, it is determined that the motor of the electric vehicle is in a uniform reverse state, and the current anti-slope output force value is used as the target anti-slope output force value of the electric vehicle;

[0012] If the Hall state is that the Hall change rate decreases, it is determined that the motor of the electric vehicle is in a deceleration reverse state, and the current anti-slope output force value is reduced to obtain the target anti-slope output force value of the electric vehicle.

[0013] In a possible implementation of the first aspect, controlling the gliding speed value of the electric vehicle to maintain a preset gliding speed value during uphill gliding according to the target anti-slope output force value includes:

[0014] When the Hall state is that the Hall change rate increases, the glide speed value of the electric vehicle is reduced according to the target anti-slope output force value, so as to maintain the glide speed value of the electric vehicle to the preset glide speed value;

[0015] When the Hall state is that the Hall change rate remains unchanged, the sliding speed value of the electric vehicle is controlled to remain unchanged according to the target anti-slope output force value, so as to maintain the sliding speed value of the electric vehicle to the preset sliding speed value;

[0016] When the Hall state is that the Hall change rate decreases, the glide speed value of the electric vehicle is increased according to the target anti-slope output force value to maintain the glide speed value of the electric vehicle to the preset glide speed value.

[0017] In a possible implementation manner of the first aspect, obtaining the Hall state includes:

[0018] Get the number of Hall code changes in the current acquisition cycle and the number of Hall code changes in the previous acquisition cycle;

[0019] If the number of Hall code changes in the current acquisition cycle is greater than the number of Hall code changes in the previous acquisition cycle, determining that the Hall state is that the Hall change rate increases;

[0020] If the number of Hall code changes in the current acquisition cycle is the same as the number of Hall code changes in the previous acquisition cycle, then determining that the Hall state is that the Hall change rate is unchanged;

[0021] If the number of changes of the Hall code in the current acquisition cycle is less than the number of changes of the Hall code in the previous acquisition cycle, it is determined that the Hall state is that the Hall change rate is reduced.

[0022] In a possible implementation manner of the first aspect, when the number of Hall code changes in the current acquisition cycle is 0, the method further includes:

[0023] The current anti-slope sliding output force value is reduced according to a preset step value so that the electric vehicle can recover from a stationary state to the uphill sliding state.

[0024] In a possible implementation manner of the first aspect, before identifying that the electric vehicle is in an uphill coasting state, the method includes:

[0025] When the electric vehicle is in the process of traveling uphill, acquiring a Hall code change sequence of a motor in the electric vehicle in a current acquisition cycle;

[0026] Comparing the Hall code change sequence in the current acquisition cycle with the preset forward Hall code sequence;

[0027] If the Hall code change sequence in the current acquisition cycle is different from the preset forward Hall code change sequence, it is determined that the rotation state of the motor in the electric vehicle changes from forward rotation to reverse rotation, so as to determine that the electric vehicle is in the uphill gliding state.

[0028] In a possible implementation manner of the first aspect, the method further includes:

[0029] When the current handlebar output force value is greater than the current anti-slope rolling output force value, the current anti-slope rolling output force value is reset to 0, so that the electric vehicle exits the anti-slope rolling slow rolling control.

[0030] In a second aspect, an embodiment of the present application provides a control device for an electric vehicle driving on a slope, comprising:

[0031] An acquisition module is used to acquire driving data information of the electric vehicle when it is identified that the electric vehicle is in an uphill sliding state, wherein the driving data information includes: a current throttle output force value, a current anti-slip output force value, and a Hall state; the Hall state is used to represent the number of Hall code changes of the motor in the electric vehicle per unit time;

[0032] An adjustment module is used to adjust the current anti-slope output force value of the electric vehicle according to the Hall state if the current handlebar output force value is less than the current anti-slope output force value, so as to obtain a target anti-slope output force value of the electric vehicle, so as to control the gliding speed of the electric vehicle during uphill gliding to maintain it at a preset gliding speed value according to the target anti-slope output force value.

[0033] In a third aspect, an embodiment of the present application provides an electronic device, comprising 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 control method for an electric vehicle driving on a slope as described in any one of the above items is implemented.

[0034] In a fourth aspect, an embodiment of the present application provides an electric vehicle, the electric vehicle comprising a controller, the controller being used to execute a control method for the electric vehicle to drive on a slope as described in any one of the above.

[0035] In a fifth aspect, 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 control method for an electric vehicle driving on a slope as described in any one of the above items is implemented.

[0036] In a sixth aspect, an embodiment of the present application provides a computer program product, which, when executed on a terminal device, enables the terminal device to execute the method for controlling the slope driving of an electric vehicle as described in any one of the first aspects above.

[0037] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0038] The embodiment of the present application provides a control method for electric vehicle driving on a slope, by obtaining driving data information of the electric vehicle when recognizing that the electric vehicle is in an uphill sliding state, wherein the driving data information includes: the current throttle output force value, the current anti-slip output force value, and the Hall state; the Hall state is used to characterize the number of Hall code changes of the motor in the electric vehicle per unit time; then, if the current throttle output force value is less than the current anti-slip output force value, the current anti-slip output force value of the electric vehicle is adjusted according to the Hall state to obtain the target anti-slip output force value of the electric vehicle, so as to control the sliding speed value of the electric vehicle during the uphill sliding process to maintain it at a preset sliding speed value according to the target anti-slip output force value. The embodiment of the present application controls the sliding speed value of the vehicle by adjusting the anti-slip output force value in real time through the Hall state to ensure the stable sliding of the electric vehicle, so that the stable sliding of the electric vehicle can be achieved without installing an acceleration sensor, a tilt sensor or a pressure sensor in the electric vehicle, which reduces the cost of the sensor and prevents the electric vehicle from being stationary and stalled during the backward sliding of the slope, thereby extending the service life of the controller and the motor in the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] 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.

[0040] Figure 1 It is a flow chart of a control method for an electric vehicle driving on a slope provided by an embodiment of the present application;

[0041] Figure 2 is a flow chart of a control method for an electric vehicle driving on a slope provided by another embodiment of the present application;

[0042] Figure 3 It is a flow chart of adjusting the anti-slope output force value provided by an embodiment of the present application;

[0043] Figure 4 It is a flow chart of a control process of a throttle of an electric vehicle provided by an embodiment of the present application;

[0044] Figure 5 It is a structural schematic diagram of a control device for electric vehicle ramp driving provided by one embodiment of the present application;

[0045] Figure 6 It is a structural schematic diagram of an electronic device provided by an embodiment of the present application;

[0046] Figure 7 It is a structural schematic diagram of an electric vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0047] 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.

[0048] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0049] 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.

[0050] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0051] 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.

[0052] 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.

[0053] See also Figure 1 , Figure 1 1 is a flow chart of a control method for electric vehicle driving on a slope provided in an embodiment of the present application. The method comprises:

[0054] S11. When the electric vehicle is identified to be in an uphill sliding state, the driving data information of the electric vehicle is obtained, wherein the driving data information includes: a current throttle output force value, a current anti-slip output force value, and a Hall state; the Hall state is used to represent the number of Hall code changes of the motor in the electric vehicle per unit time;

[0055] S12. If the current handlebar output force value is less than the current anti-slope output force value, the current anti-slope output force value of the electric vehicle is adjusted according to the Hall state to obtain the target anti-slope output force value of the electric vehicle, so as to control the gliding speed of the electric vehicle during uphill gliding at a preset gliding speed value according to the target anti-slope output force value.

[0056] It should be noted that, in this embodiment, the control method for electric vehicle driving on a slope can be applied to three-wheel electric vehicles, two-wheel electric vehicles, etc., and no specific limitation is made thereto. In this embodiment, the position sensor of the motor in the electric vehicle is a Hall sensor.

[0057] In step S11, the driving data information of the electric vehicle is various parameters or data used to describe the current driving condition of the electric vehicle. In this embodiment, the driving data information of the electric vehicle includes the current throttle output force value, the current anti-slip output force value, and the Hall state. Among them, the current throttle output force value is the power request size issued by the driver to the electric vehicle through the throttle. The current anti-slip output force value is the power output of the electric vehicle to prevent the electric vehicle from accelerating downhill due to gravity during uphill sliding. The Hall state is the magnetic field change state detected by the Hall sensor of the motor in the electric vehicle, that is, the rate of change of the Hall code. The rotation state of the motor, such as the speed and direction, can be judged by the Hall state. The Hall sensor is a device for detecting changes in the magnetic field. The uphill sliding state is the phenomenon of the electric vehicle sliding backward due to normal start or misoperation during the uphill driving of the electric vehicle.

[0058] In step S12, the target anti-slope output force value is the output force value for controlling the anti-slope of the vehicle calculated based on the current state of the electric vehicle and the Hall state. The target anti-slope output force value indicates the braking torque that the electric vehicle needs to apply to maintain stable gliding. The gliding speed value of the electric vehicle is the speed value of the electric vehicle moving backward (i.e., sliding backward) during uphill gliding. The preset gliding speed value is a preset stable gliding speed value that the electric vehicle is expected to maintain during uphill gliding.

[0059] Specifically, when it is identified that the electric vehicle is in an uphill gliding state, the driving data information of the electric vehicle is obtained, and then the current handlebar output force value and the current anti-slope output force value are judged. If the current handlebar output force value is less than the current anti-slope output force value, it indicates that the current handlebar output force value cannot support the electric vehicle to turn from backward to forward. At this time, the current anti-slope output force value of the electric vehicle will be adjusted according to the Hall state to obtain a target anti-slope output force value of the electric vehicle. According to the target anti-slope output force value, the gliding speed value of the electric vehicle during the uphill gliding process is controlled to maintain it at a preset gliding speed value, thereby preventing the electric vehicle from accelerating down due to gravity.

[0060] like Figure 2 As shown, Figure 2 FIG. 1 is a flow chart of a control method for an electric vehicle driving on a slope provided by another embodiment of the present application. Figure 2As shown in , when it is identified that the electric vehicle is in an uphill gliding state, the anti-slope slow-gliding control is automatically triggered, and it is determined whether the current throttle output force value of the throttle output at this time is greater than the current anti-slope output force value. If the current throttle output force value is less than the current anti-slope output force value, it indicates that the current throttle output force value cannot support the electric vehicle to turn from backward to forward, and the anti-slope slow-gliding control takes effect. At this time, the Hall change rate is filtered, the Hall state is determined, and the current anti-slope output force value of the electric vehicle is adjusted according to the Hall state, so as to obtain the target anti-slope output force value of the electric vehicle, and the gliding speed value of the electric vehicle during the uphill gliding process is controlled according to the target anti-slope output force value to maintain the preset gliding speed value. If the current throttle output force value is greater than the current anti-slope output force value, it indicates that the current throttle output force value can support the electric vehicle to turn from backward to forward, and the anti-slope slow-gliding control fails. At this time, the current anti-slope output force value is cleared to exit the anti-slope slow-gliding control.

[0061] It can be understood that in this embodiment, when the electric vehicle is identified to be in an uphill gliding state, the driving data information of the electric vehicle is obtained, wherein the driving data information includes: the current throttle output force value, the current anti-slip output force value, and the Hall state; the Hall state is used to characterize the number of Hall code changes of the motor in the electric vehicle per unit time; then, if the current throttle output force value is less than the current anti-slip output force value, the current anti-slip output force value of the electric vehicle is adjusted according to the Hall state to obtain the target anti-slip output force value of the electric vehicle, so as to control the gliding speed value of the electric vehicle during the uphill gliding process according to the target anti-slip output force value to maintain it at a preset gliding speed value. The embodiment of the present application controls the gliding speed value of the vehicle by adjusting the anti-slip output force value in real time through the Hall state to ensure the stable gliding of the electric vehicle, thereby achieving the stable gliding of the electric vehicle without installing an acceleration sensor, a tilt sensor or a pressure sensor in the electric vehicle, reducing the cost of the sensor, and preventing the electric vehicle from being stationary and stalled during the backward gliding of the slope, thereby extending the service life of the controller and the motor in the electric vehicle.

[0062] In a possible implementation, the Hall state includes an increase in the Hall change rate, a decrease in the Hall change rate, and a constant Hall change rate.

[0063] If the current throttle output force value is less than the current anti-slope output force value, the current anti-slope output force value of the electric vehicle is adjusted according to the Hall state to obtain the target anti-slope output force value of the electric vehicle, including:

[0064] If the Hall state is that the Hall change rate increases, it is determined that the motor of the electric vehicle is in an accelerating reverse state, and the current anti-slope output force value is increased to obtain a target anti-slope output force value of the electric vehicle;

[0065] If the Hall state is that the Hall change rate is constant, it is determined that the motor of the electric vehicle is in a uniform reverse state, and the current anti-slope output force value is used as the target anti-slope output force value of the electric vehicle;

[0066] If the Hall state is that the Hall change rate decreases, it is determined that the motor of the electric vehicle is in a deceleration reverse state, and the current anti-slope output force value is reduced to obtain the target anti-slope output force value of the electric vehicle.

[0067] It should be noted that, in this embodiment, the speed acquisition module in the controller of the electric vehicle is used to obtain the current speed of the electric vehicle. Since the position sensor of the motor in the electric vehicle is a Hall sensor, the speed of the electric vehicle can be calculated as follows:

[0068]

[0069] From the above formula, it can be seen that there is a relationship between the speed of the electric vehicle and the number of Halls per unit time. Since the wheel circumference and the number of motor pole pairs are fixed when the electric vehicle leaves the factory, the number of Halls per unit time is proportional to the speed. Since the Hall code of the motor is different when it is moving forward and backward, the state of the motor can be judged based on the change of the Hall code, that is, the Hall change rate and the Hall code change sequence.

[0070] It should be noted that the Hall state is the state of magnetic field change detected by the Hall sensor of the motor in the electric vehicle, including the rate of change of the Hall code and the sequence of Hall code change. The speed and direction of the motor can be judged by the Hall state, that is, the Hall code change sequence in the current acquisition cycle of the motor can be compared with the preset forward Hall code sequence to know whether the electric vehicle is in an uphill sliding state. Among them, the preset forward Hall code sequence is pre-set for the Hall sensor of the motor, indicating that the rotation state of the motor is a forward Hall code. The Hall code change sequence in the current acquisition cycle refers to a series of changing Hall codes output by the Hall sensor of the motor in the current acquisition cycle. Specifically, when the Hall code change sequence in the current acquisition cycle of the motor is different from the preset forward Hall code sequence, it indicates that the rotation state of the motor changes from forward to reverse, that is, the motor is in a backward state, and it is determined that the electric vehicle is in an uphill sliding state. When the Hall code change sequence in the current acquisition cycle of the motor is the same as the preset forward Hall code sequence, it indicates that the rotation state of the motor has not changed, that is, the rotation state of the motor is still forward, and the motor is still in a forward state, then it is determined that the electric vehicle is in a normal forward driving state.

[0071] In this embodiment, the Hall state includes an increase in the Hall change rate, a decrease in the Hall change rate, and an unchanged Hall change rate. Among them, the Hall change rate refers to the number of magnetic field changes detected by the Hall sensor per unit time, that is, the rate of change of the Hall code. The Hall change rate reflects the speed and acceleration of the motor. The accelerated reverse state refers to the state in which the speed of the electric vehicle's motor gradually increases and rotates in the reverse direction; the decelerated reverse state refers to the state in which the speed of the electric vehicle's motor gradually decreases and still rotates in the reverse direction; the uniform reverse state refers to the state in which the electric vehicle's motor rotates in the reverse direction at a constant speed.

[0072] Specifically, Figure 3 As shown, Figure 3 This is a flow chart of adjusting the anti-slip output force value provided by an embodiment of the present application. Figure 3 As shown in , when the electric vehicle is detected to be in an uphill sliding state, the anti-slope slow sliding control takes effect. If the Hall state is that the Hall change rate increases, that is, the number of Hall changes per unit time increases, it indicates that the motor of the electric vehicle is in an accelerated reverse state. At this time, the current anti-slope output strength value is increased to obtain the target anti-slope output strength value of the electric vehicle, that is, to generate a larger braking torque to prevent the electric vehicle from accelerating and sliding down. Among them, the increased current anti-slope output strength value is the target anti-slope output strength value.

[0073] If the Hall state is that the Hall change rate is constant, that is, the number of Hall changes per unit time is constant, it indicates that the motor of the electric vehicle is in a uniform reverse state. At this time, the current anti-slope output strength value is kept unchanged, and the current anti-slope output strength value is used as the target anti-slope output strength value of the electric vehicle to maintain a stable reverse speed of the electric vehicle;

[0074] If the Hall state is that the Hall change rate decreases, that is, the number of Hall changes per unit time decreases, it indicates that the motor of the electric vehicle is in a deceleration and reverse state. At this time, the current anti-slope output force value is reduced to obtain the target anti-slope output force value of the electric vehicle, that is, the braking torque is reduced to prevent the vehicle from suddenly decelerating or stopping due to excessive braking force. Among them, the reduced current anti-slope output force value is the target anti-slope output force value.

[0075] It can be understood that by adjusting the anti-slope output force value of the electric vehicle in real time according to the Hall state, it can be ensured that the electric vehicle maintains a stable gliding speed during uphill gliding, thereby improving driving safety and comfort.

[0076] It should be noted that if Figure 3 As shown, when it is detected that the electric vehicle is in the forward state, the anti-slope rolling slow-rolling control fails, that is, the anti-slope rolling slow-rolling control is exited, and the current anti-slope rolling output force value is reset to 0.

[0077] In a possible implementation, controlling the gliding speed of the electric vehicle to maintain a preset gliding speed during uphill gliding according to the target anti-slope output force value includes:

[0078] When the Hall state is that the Hall change rate increases, the sliding speed value of the electric vehicle is reduced according to the target anti-slope output force value to maintain the sliding speed value of the electric vehicle to a preset sliding speed value;

[0079] When the Hall state is that the Hall change rate is unchanged, the sliding speed value of the electric vehicle is controlled to remain unchanged according to the target anti-slope output force value, so as to maintain the sliding speed value of the electric vehicle to the preset sliding speed value;

[0080] When the Hall state is that the Hall change rate decreases, the gliding speed value of the electric vehicle is increased according to the target anti-slope output force value to maintain the gliding speed value of the electric vehicle to a preset gliding speed value.

[0081] It should be noted that the sliding speed value of the electric vehicle is the speed value of the electric vehicle moving backwards during the uphill sliding process. The target anti-slope output force value is the output force value used to control the vehicle's anti-slope sliding calculated based on the current state of the electric vehicle and the Hall state. The target anti-slope output force value indicates the braking torque that the electric vehicle needs to apply to maintain stable sliding. The preset sliding speed value is a preset stable sliding speed value that the electric vehicle is expected to maintain during the uphill sliding process.

[0082] Specifically, when the Hall state is that the Hall change rate increases, it indicates that the motor of the electric vehicle is in an accelerated reverse state, that is, the speed of the electric vehicle tends to increase. In order to control the gliding speed value of the electric vehicle at a preset gliding speed value, it is necessary to reduce the gliding speed value of the electric vehicle according to the target anti-slope output force value, that is, to increase the braking torque to slow down the backward speed value of the electric vehicle.

[0083] When the Hall state is that the Hall change rate is constant, it indicates that the motor of the electric vehicle is in a uniform reverse state, that is, the speed of the electric vehicle remains unchanged. At this time, in order to maintain the gliding speed value of the electric vehicle to the preset gliding speed value, it is necessary to control the gliding speed value of the electric vehicle according to the target anti-slope output force value. In other words, there is no need to increase or decrease the braking torque, only the current control state needs to be maintained.

[0084] When the Hall state is that the Hall change rate decreases, it indicates that the motor of the electric vehicle is in a decelerating reverse state, that is, the speed of the electric vehicle tends to decrease. In order to control the gliding speed value of the electric vehicle at a preset gliding speed value, it is necessary to increase the gliding speed value of the electric vehicle according to the target anti-slope output force value, that is, it is necessary to reduce the braking torque to increase the backward speed value of the electric vehicle.

[0085] It can be understood that in this embodiment, by adjusting the gliding speed of the electric vehicle in real time according to the Hall state and the target anti-slope output force value, it can be ensured that the gliding speed value of the electric vehicle is maintained at a preset gliding speed value during uphill gliding, maintaining a stable driving state, thereby improving driving safety and comfort.

[0086] In a possible implementation, obtaining the Hall state includes:

[0087] Get the number of Hall code changes in the current acquisition cycle and the number of Hall code changes in the previous acquisition cycle;

[0088] If the number of Hall code changes in the current acquisition cycle is greater than the number of Hall code changes in the previous acquisition cycle, the Hall state is determined to be an increase in the Hall change rate;

[0089] If the number of Hall code changes in the current acquisition cycle is the same as the number of Hall code changes in the previous acquisition cycle, the Hall state is determined to be the Hall change rate unchanged;

[0090] If the number of Hall code changes in the current acquisition cycle is less than the number of Hall code changes in the previous acquisition cycle, the Hall state is determined to be a Hall change rate decrease.

[0091] It should be noted that when collecting the Hall state, it is necessary to count the number of Hall code changes and the maintenance time of each Hall code. When the Hall code is updated, the timing will be restarted to get the maintenance time of the current Hall code. The faster the motor rotates, the faster the Hall code is updated and the shorter its maintenance time. By comparing the number of Hall code changes in the current acquisition cycle with the number of Hall code changes in the previous acquisition cycle, the Hall state can be obtained, thereby inferring the rotation state of the motor, that is, acceleration, uniform speed, deceleration, and stationary state.

[0092] The number of Hall code changes is the number of magnetic field changes detected by the Hall sensor during the acquisition cycle, that is, the number of times the Hall code changes from one state to another during the acquisition cycle. The number of Hall code changes can reflect the number of rotor rotations or speed of the motor. Among them, the acquisition cycle is a pre-set time interval for collecting Hall sensor data. The Hall state is the speed change trend of the motor rotation obtained based on the number of Hall code changes.

[0093] In this embodiment, the Hall state includes an increase in the Hall change rate, a decrease in the Hall change rate, and an unchanged Hall change rate. Specifically, if the number of Hall code changes in the current acquisition cycle is greater than the number of Hall code changes in the previous acquisition cycle, it means that the rotation speed of the motor rotor is accelerating, then the Hall change rate increases, and the vehicle is in an accelerated sliding state, that is, the Hall state is set to an increase in the Hall change rate; if the number of Hall code changes in the current acquisition cycle is the same as the number of Hall code changes in the previous acquisition cycle, it means that the rotation speed of the motor rotor remains unchanged, then the Hall change rate remains unchanged, and the vehicle is in a uniform sliding state, that is, the Hall state is set to an unchanged Hall change rate; if the number of Hall code changes in the current acquisition cycle is less than the number of Hall code changes in the previous acquisition cycle, it means that the rotation speed of the motor rotor is slowing down, then the Hall change rate decreases, and the vehicle is in a decelerated sliding state, that is, the Hall state is set to a decrease in the Hall change rate.

[0094] It can be understood that by acquiring the Hall state in real time and adjusting the anti-slope output force value and the gliding speed of the electric vehicle according to this state, it is ensured that the vehicle maintains a stable gliding state during uphill gliding, thereby improving driving safety and comfort.

[0095] In a possible implementation, when the number of Hall code changes in the current acquisition cycle is 0, the control method for the electric vehicle to travel uphill further includes:

[0096] The current anti-slope sliding output force value is reduced according to the preset step value so that the electric vehicle can recover from a stationary state to an uphill sliding state.

[0097] It should be noted that when the number of Hall code changes in the current acquisition cycle is 0, it indicates that the Hall code is basically unchanged in the current acquisition cycle, indicating that the electric vehicle is stationary, that is, the motor of the vehicle is blocked on the slope at this time. In order to reduce the heating of the motor and the controller, the current anti-slope output strength value is reduced according to the preset step value, so that the electric vehicle can resume the uphill sliding state and exit the stall. Among them, the preset step value is the preset adjustment amplitude value of the anti-slope output strength value.

[0098] It should be noted that when the anti-slope output force value is adjusted too large, the electric vehicle will change to a forward state. At this time, the output of the motor will be stopped, causing the electric vehicle to decelerate on the slope by its own weight to a backward sliding state, and the anti-slope slow sliding control will automatically intervene again.

[0099] In a possible implementation, before identifying that the electric vehicle is in an uphill sliding state, the control method for the electric vehicle to travel on a slope includes:

[0100] When the electric vehicle is in the process of traveling uphill, obtaining a Hall code change sequence of a motor in the electric vehicle in a current acquisition cycle;

[0101] Compare the Hall code change sequence in the current acquisition cycle with the preset forward Hall code sequence;

[0102] If the Hall code change sequence in the current acquisition cycle is different from the preset forward Hall code change sequence, it is determined that the rotation state of the motor in the electric vehicle changes from forward rotation to reverse rotation, so as to determine that the electric vehicle is in an uphill gliding state.

[0103] It should be noted that the Hall code is a digital signal output by the Hall sensor according to the change of the magnetic field, which represents different Hall states. Among them, the Hall sensor is a device for detecting changes in the magnetic field. The Hall sensor outputs different digital signals, namely the Hall code, according to the changes in the magnetic field. The preset forward Hall code sequence is pre-set for the Hall sensor of the motor, indicating that the rotation state of the motor is the forward Hall code. The Hall code change sequence in the current acquisition cycle refers to a series of changing Hall codes output by the Hall sensor of the motor in the current acquisition cycle. The Hall code change sequence can reflect the rotation state of the motor in the electric vehicle.

[0104] Specifically, when the electric vehicle is traveling uphill on a slope, it is necessary to identify whether the electric vehicle is in an uphill sliding state. If the electric vehicle is in an uphill sliding state, the anti-slip slow sliding control will be automatically triggered. In this embodiment, the rotation state of the motor is judged by comparing the Hall code change sequence in the current acquisition cycle of the motor with the preset forward Hall code sequence, that is, whether the motor is in a forward state or a reverse state, so as to identify whether the electric vehicle is in an uphill sliding state. When the Hall code change sequence in the current acquisition cycle of the motor is different from the preset forward Hall code sequence, it indicates that the rotation state of the motor has changed from forward rotation to reverse rotation, that is, the motor is in a reverse state, and it is determined that the electric vehicle is in an uphill sliding state. When the Hall code change sequence in the current acquisition cycle of the motor is the same as the preset forward Hall code sequence, it indicates that the rotation state of the motor has not changed, that is, the rotation state of the motor is still forward rotation, and the motor is still in a forward state, then it is determined that the electric vehicle is in a normal forward driving state.

[0105] In actual applications, there are three Hall sensors in the motor of a three-wheeled electric vehicle. When the motor's rotor passes the Hall sensor, the output voltage of the Hall sensor changes. Its output voltage has two states: high voltage and low voltage. The current Hall state can be known according to the state of its output voltage. According to the voltage state, the high voltage is set to 1 and the low voltage is set to 0. Therefore, there are 8 Hall states for the three Hall sensors, namely 000, 001, 010, 011, 100, 101, 110, and 111.

[0106] When the three-wheeled electric vehicle leaves the factory, the installation position of the motor is fixed, indicating that the Hall code change sequence in the forward direction has been determined, that is, the preset forward Hall code sequence has been determined. Assuming that the preset forward Hall code sequence is 6 (110) -> 4 (100) -> 5 (101) -> 1 (001) -> 3 (011) -> 2 (010) cycles, then the Hall code sequence indicating the reverse state of the motor is 2 (010) -> 3 (011) -> 1 (001) -> 5 (101) -> 4 (100) -> 6 (110) cycles. Therefore, it is possible to judge whether the electric vehicle is in an uphill gliding state by comparing the Hall code change sequence in the current acquisition cycle of the motor with the preset forward Hall code sequence.

[0107] It should be noted that the Hall code change sequence in the current acquisition cycle of the motor can also be compared with the preset forward Hall code sequence to determine whether the electric vehicle is in a forward sliding state when reversing downhill. If the electric vehicle is in a forward sliding state when reversing backward, the forward sliding control can also be effective. In this embodiment, the state of the electric vehicle sliding backward when driving uphill is mainly described.

[0108] It is understandable that in the embodiment of the present application, the anti-slip output force value is adjusted in real time by the Hall state to control the sliding speed value of the vehicle to ensure the stable sliding of the electric vehicle, and the stable sliding of the electric vehicle can be achieved without installing an acceleration sensor, a tilt sensor or a pressure sensor in the electric vehicle. On a slope, the driver's normal start or misoperation will cause the electric vehicle to slide backward (i.e., slide backward). At this time, the system can judge whether the vehicle is in an uphill sliding state by comparing the Hall code change sequence in the current acquisition cycle of the motor with the preset forward Hall code sequence, and accordingly adjust the anti-slip output force value in real time through the Hall state to ensure the safe backward sliding of the electric vehicle. The embodiment of the present application simplifies the configuration of the sensor, reduces the cost and complexity of the sensor, and at the same time improves the real-time responsiveness and robustness of the system, providing the driver with a smarter and more convenient driving experience.

[0109] In a possible implementation, the method for controlling the electric vehicle to travel on a slope further includes:

[0110] When the current handlebar output force value is greater than the current anti-slope roll output force value, the current anti-slope roll output force value is reset to 0, so that the electric vehicle exits the anti-slope roll slow rolling control.

[0111] Specifically, when it is detected that the current throttle output force value is greater than the current anti-slope output force value, it indicates that the current throttle output force value can support the electric vehicle to switch from backward sliding to forward sliding, then the anti-slope slow sliding control is exited at this time, and the current anti-slope output force value is reset to 0, that is, the current anti-slope output force value is cleared. Figure 4 As shown, Figure 4 It is a flow chart of a control process of a throttle of an electric vehicle provided in one embodiment of the present application. Figure 4 In the process, when it is identified that the electric vehicle is in an uphill gliding state, it is necessary to determine whether the operator has turned the handlebar of the electric vehicle. If it is identified that the operator has turned the handlebar, the current opening of the handlebar is calculated to obtain the current handlebar output force value, and the current handlebar output force value is compared with the current anti-slope sliding output force value. If the current handlebar output force value is greater than the current anti-slope sliding output force value, the anti-slope sliding slow sliding control is exited; if the current handlebar output force value is less than the current anti-slope sliding output force value, the anti-slope sliding slow sliding control is continued, and the current anti-slope sliding output force value is adjusted.

[0112] It should be noted that in this example, traditional PID control is not used to adjust the current anti-slope output force value. Because, for different vehicle weights and slope sizes, using the same PID parameters for PID control may lead to unstable anti-slope effect. In this case, the sliding distance (i.e., the slope distance) may increase, and the jitter amplitude may become larger. If adaptive PID parameters are used, the workload of adjusting the parameters will be greatly increased. Therefore, the number of Hall changes per unit time is used as the speed input, and the step size of the current anti-slope output force value is determined by the current speed. The faster the speed, the larger the step size of the current anti-slope output force value adjustment, so that the anti-slope slow sliding control responds quickly and has high precision.

[0113] It can be understood that the control method for electric vehicle slope driving provided by the present application has the following advantages over the existing control methods: 1) There is no need to install additional acceleration sensors, tilt sensors and pressure sensors, which simplifies the system design and reduces the system cost. 2) The anti-slope output force value is adjusted in real time according to the Hall change number of the Hall sensor, so that the system can respond to different slope conditions more accurately and ensure driving safety and comfort. 3) By collecting data from the Hall sensor, the system can identify the backward sliding state of the electric vehicle in real time, quickly adjust the control strategy, and ensure that the vehicle slides back safely and stably. 4) It provides a simpler driving experience, enhances the driver's control over the vehicle's performance, and improves driving comfort and safety.

[0114] 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.

[0115] Corresponding to the above embodiment, a control method for electric vehicle driving on a slope is provided. Figure 5 A schematic structural diagram of a control device for an electric vehicle driving on a slope provided in one embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0116] Reference Figure 5 The control device 3 for electric vehicle ramp driving in this embodiment includes:

[0117] The acquisition module 31 is used to acquire the driving data information of the electric vehicle when it is identified that the electric vehicle is in an uphill sliding state, wherein the driving data information includes: the current throttle output force value, the current anti-slip output force value, and the Hall state; the Hall state is used to represent the number of Hall code changes of the motor in the electric vehicle per unit time;

[0118] The adjustment module 32 is used to adjust the current anti-slope output force value of the electric vehicle according to the Hall state if the current handlebar output force value is less than the current anti-slope output force value, so as to obtain the target anti-slope output force value of the electric vehicle, so as to control the gliding speed value of the electric vehicle during uphill gliding to maintain it at a preset gliding speed value according to the target anti-slope output force value.

[0119] It can be understood that in this embodiment, the acquisition module 31 acquires the driving data information of the electric vehicle when it is identified that the electric vehicle is in an uphill gliding state, wherein the driving data information includes: the current throttle output force value, the current anti-slope output force value, and the Hall state; the Hall state is used to characterize the number of Hall code changes of the motor in the electric vehicle per unit time; then, if the current throttle output force value is less than the current anti-slope output force value, the adjustment module 32 adjusts the current anti-slope output force value of the electric vehicle according to the Hall state, and obtains the target anti-slope output force value of the electric vehicle, so as to control the gliding speed value of the electric vehicle during the uphill gliding process according to the target anti-slope output force value to maintain it at a preset gliding speed value. The control device 3 for the uphill driving of the electric vehicle controls the sliding speed of the vehicle by adjusting the anti-slip output force value in real time through the Hall state to ensure the stable sliding of the electric vehicle. Therefore, there is no need to install an acceleration sensor, a tilt sensor or a pressure sensor in the electric vehicle to achieve stable sliding of the electric vehicle, which reduces the cost of the sensor and prevents the motor from being stationary and stalled when the electric vehicle slides backward on the slope, thereby extending the service life of the controller and the motor in the electric vehicle.

[0120] Furthermore, the adjustment module 32 specifically includes:

[0121] The first adjustment unit is used to determine that the motor of the electric vehicle is in an accelerated reverse state if the Hall state is that the Hall change rate increases, and then increase the current anti-slope output force value to obtain a target anti-slope output force value of the electric vehicle;

[0122] The second adjustment unit is used to determine that the motor of the electric vehicle is in a uniform reverse state if the Hall state is that the Hall change rate is unchanged, and then use the current anti-slope output force value as the target anti-slope output force value of the electric vehicle;

[0123] The third adjustment unit is used to determine that the motor of the electric vehicle is in a deceleration and reverse state if the Hall state is that the Hall change rate is decreasing, and then reduce the current anti-slope output force value to obtain the target anti-slope output force value of the electric vehicle.

[0124] Furthermore, the adjustment module 32 specifically includes:

[0125] A first control unit, configured to reduce the glide speed value of the electric vehicle according to the target anti-slope output force value when the Hall state is that the Hall change rate increases, so as to maintain the glide speed value of the electric vehicle to a preset glide speed value;

[0126] A second control unit is used to control the sliding speed value of the electric vehicle to remain unchanged according to the target anti-slope output force value when the Hall state is that the Hall change rate remains unchanged, so as to maintain the sliding speed value of the electric vehicle to a preset sliding speed value;

[0127] The third control unit is used to increase the gliding speed value of the electric vehicle according to the target anti-slope output force value when the Hall state is that the Hall change rate is reduced, so as to maintain the gliding speed value of the electric vehicle to a preset gliding speed value.

[0128] Furthermore, the acquisition module 31 includes a Hall state acquisition submodule, and the Hall state acquisition submodule includes:

[0129] A Hall code change times acquisition unit, used to acquire the Hall code change times in the current acquisition cycle and the Hall code change times in the previous acquisition cycle;

[0130] A first Hall state determination unit, configured to determine that the Hall state is an increase in Hall change rate if the number of Hall code changes in the current acquisition cycle is greater than the number of Hall code changes in the previous acquisition cycle;

[0131] A second Hall state determination unit, configured to determine that the Hall state is a Hall change rate that is constant if the number of Hall code changes in the current acquisition cycle is the same as the number of Hall code changes in the previous acquisition cycle;

[0132] The third Hall state determination unit is used to determine that the Hall state is a Hall change rate reduction if the number of Hall code changes in the current acquisition cycle is less than the number of Hall code changes in the previous acquisition cycle.

[0133] Furthermore, the control device 3 for the electric vehicle to travel on a slope further comprises:

[0134] The fourth adjustment unit is used to reduce the current anti-slope output force value according to a preset step value when the number of Hall code changes in the current acquisition cycle is 0, so as to restore the electric vehicle from a stationary state to an uphill gliding state.

[0135] Furthermore, the control device 3 for the electric vehicle to drive on a slope includes a vehicle state determination module, which is specifically used to:

[0136] When the electric vehicle is in the process of traveling uphill, obtaining a Hall code change sequence of a motor in the electric vehicle in a current acquisition cycle;

[0137] Compare the Hall code change sequence in the current acquisition cycle with the preset forward Hall code sequence;

[0138] If the Hall code change sequence in the current acquisition cycle is different from the preset forward Hall code change sequence, it is determined that the rotation state of the motor in the electric vehicle changes from forward rotation to reverse rotation, so as to determine that the electric vehicle is in an uphill gliding state.

[0139] Furthermore, the control device 3 for the electric vehicle to travel on a slope further comprises:

[0140] The anti-slope sliding output force value resetting module is used to reset the current anti-slope sliding output force value to 0 when the current handlebar output force value is greater than the current anti-slope sliding output force value, so that the electric vehicle exits the anti-slope sliding slow sliding control.

[0141] It should be noted that, as the information interaction, execution process, etc. between the modules in the above-mentioned control device 3 for uphill driving of an electric vehicle 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.

[0142] The present application also provides an electronic device, such as Figure 6 As shown, Figure 6 This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application. Figure 6 The robot system upgrade device 4 of this embodiment includes: a memory 41, a processor 42, and a computer program stored in the memory 41 and executable on the processor 42. When the processor 42 executes the computer program, the steps in any one of the above-mentioned control methods for electric vehicle ramp driving are implemented.

[0143] The present application embodiment provides an electric vehicle, such as Figure 7 As shown, Figure 7 A schematic diagram of the structure of an electric vehicle provided in one embodiment of the present application. Figure 7 The electric vehicle 5 of this embodiment includes: a controller 51, and the controller 51 is used to execute any of the above-mentioned control methods for electric vehicle driving on a slope.

[0144] The embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0145] An embodiment of the present application provides a computer program product. When the computer program product runs on a mobile terminal, the mobile terminal can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0146] If the integrated unit is implemented in the form of a software functional unit 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. 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 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 at least include: any entity or device that can carry the computer program code to the camera / terminal device, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0147] 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.

[0148] Those of ordinary skill in the art will appreciate that the units 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.

[0149] In the embodiments provided in the present application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units 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 units, which can be electrical, mechanical or other forms.

[0150] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0151] The above embodiments 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, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These 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 control method for electric vehicle driving on a slope, characterized in that: include: When it is identified that the electric vehicle is in an uphill sliding state, the driving data information of the electric vehicle is obtained, wherein the driving data information includes: the current throttle output force value, the current anti-slip output force value, and the Hall state; the Hall state is used to represent the number of Hall code changes of the motor in the electric vehicle per unit time; If the current handlebar output force value is less than the current anti-slope rollback output force value, the current anti-slope rollback output force value of the electric vehicle is adjusted according to the Hall state to obtain the target anti-slope rollback output force value of the electric vehicle, so as to control the gliding speed of the electric vehicle during uphill gliding to maintain it at a preset gliding speed value according to the target anti-slope rollback output force value.

2. The control method for electric vehicle driving on a slope as claimed in claim 1, characterized in that: The Hall state includes an increase in the Hall change rate, a decrease in the Hall change rate, and a constant Hall change rate. If the current throttle output force value is less than the current anti-slope output force value, the current anti-slope output force value of the electric vehicle is adjusted according to the Hall state to obtain a target anti-slope output force value of the electric vehicle, including: If the Hall state is that the Hall change rate increases, it is determined that the motor of the electric vehicle is in an accelerating reverse state, and the current anti-slope output force value is increased to obtain the target anti-slope output force value of the electric vehicle; If the Hall state is that the Hall change rate is unchanged, it is determined that the motor of the electric vehicle is in a uniform reverse state, and the current anti-slope output force value is used as the target anti-slope output force value of the electric vehicle; If the Hall state is that the Hall change rate decreases, it is determined that the motor of the electric vehicle is in a deceleration reverse state, and the current anti-slope output force value is reduced to obtain the target anti-slope output force value of the electric vehicle.

3. The control method for electric vehicle driving on a slope as claimed in claim 2, characterized in that: The controlling the sliding speed value of the electric vehicle to maintain a preset sliding speed value during uphill sliding according to the target anti-slope output force value includes: When the Hall state is that the Hall change rate increases, the glide speed value of the electric vehicle is reduced according to the target anti-slope output force value, so as to maintain the glide speed value of the electric vehicle to the preset glide speed value; When the Hall state is that the Hall change rate remains unchanged, the sliding speed value of the electric vehicle is controlled to remain unchanged according to the target anti-slope output force value, so as to maintain the sliding speed value of the electric vehicle to the preset sliding speed value; When the Hall state is that the Hall change rate decreases, the glide speed value of the electric vehicle is increased according to the target anti-slope output force value to maintain the glide speed value of the electric vehicle to the preset glide speed value.

4. The control method for electric vehicle driving on a slope as claimed in claim 2, characterized in that: Obtaining the Hall state includes: Get the number of Hall code changes in the current acquisition cycle and the number of Hall code changes in the previous acquisition cycle; If the number of Hall code changes in the current acquisition cycle is greater than the number of Hall code changes in the previous acquisition cycle, determining that the Hall state is that the Hall change rate increases; If the number of Hall code changes in the current acquisition cycle is the same as the number of Hall code changes in the previous acquisition cycle, then determining that the Hall state is that the Hall change rate is unchanged; If the number of changes of the Hall code in the current acquisition cycle is less than the number of changes of the Hall code in the previous acquisition cycle, it is determined that the Hall state is that the Hall change rate is decreasing.

5. The control method for electric vehicle driving on a slope as claimed in claim 4, characterized in that: When the number of Hall code changes in the current acquisition cycle is 0, the method further includes: The current anti-slope sliding output force value is reduced according to a preset step value so that the electric vehicle can recover from a stationary state to the uphill sliding state.

6. The control method for electric vehicle driving on a slope as claimed in claim 1, characterized in that: Before identifying that the electric vehicle is in an uphill coasting state, the method includes: When the electric vehicle is in the process of traveling uphill, acquiring a Hall code change sequence of a motor in the electric vehicle in a current acquisition cycle; Comparing the Hall code change sequence in the current acquisition cycle with the preset forward Hall code sequence; If the Hall code change sequence in the current acquisition cycle is different from the preset forward Hall code change sequence, it is determined that the rotation state of the motor in the electric vehicle changes from forward rotation to reverse rotation, so as to determine that the electric vehicle is in the uphill gliding state.

7. The control method for electric vehicle driving on a slope as claimed in claim 1, characterized in that: The method further comprises: When the current handlebar output force value is greater than the current anti-slope rolling output force value, the current anti-slope rolling output force value is reset to 0, so that the electric vehicle exits the anti-slope rolling slow rolling control.

8. A control device for electric vehicle driving on a slope, characterized in that: include: An acquisition module is used to acquire driving data information of the electric vehicle when it is identified that the electric vehicle is in an uphill sliding state, wherein the driving data information includes: a current throttle output force value, a current anti-slip output force value, and a Hall state; the Hall state is used to represent the number of Hall code changes of the motor in the electric vehicle per unit time; An adjustment module is used to adjust the current anti-slope output force value of the electric vehicle according to the Hall state if the current handlebar output force value is less than the current anti-slope output force value, so as to obtain a target anti-slope output force value of the electric vehicle, so as to control the gliding speed of the electric vehicle during uphill gliding to maintain it at a preset gliding speed value according to the target anti-slope output force value.

9. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the control method for hill driving of an electric vehicle as claimed in any one of claims 1 to 7 when executing the computer program.

10. An electric vehicle, characterized in that: The electric vehicle comprises a controller, and the controller is used to execute the control method for the electric vehicle to drive on a slope as described in any one of claims 1 to 7.

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