Full-power control method for electric automobile and related equipment

Abstract

The invention discloses a full-charge control method for an electric vehicle and related equipment, relates to the field of vehicle control, and mainly aims to solve the problem that slope slip prevention and overcharge prevention are difficult to take into account when the electric vehicle is on a slope after being fully charged. The method comprises the steps that under the condition that the current working condition of a target vehicle meets a full-power slope sliding signal, target motor feedback power is determined based on the current execution torque, the rotating speed and MTAP efficiency; target execution current is determined based on the target motor feedback power, the motor rotating speed and target execution torque, and the target execution current is larger than the current corresponding to the current working condition; and controlling a motor controller of the target vehicle based on the target execution current. The method is used for the full-power control process of the electric automobile.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a full-charge control method for an electric vehicle and related equipment. Background Art

[0002] One of the application scenarios of electric vehicles is to move the car at a low speed after the electric vehicle is recharged to 100%, which often involves D / R gear switching. In this application scenario, the battery will be prohibited from energy recovery due to its characteristics after the full charge is completed, and the road surface is not always flat. At this time, if you perform a micro-distance maneuver in D gear on a downhill road, and then switch to R gear to reverse. If energy recovery is prohibited, the VCU (Vehic le Control Unit) cannot request negative torque from the MCU (Motor Control Unit) in R gear, and the forward speed cannot be pulled back. The vehicle will continue to move forward under the action of the slope force, resulting in unexpected sliding, and there is a driving safety risk. However, if energy recovery is not prohibited, the sliding problem can be avoided, but there will be a battery overcharge problem in the early stage of R gear switching, which will affect the battery life and pose a battery safety risk. Summary of the invention

[0003] In view of the above problems, the present invention provides an electric vehicle full charge control method and related equipment, the main purpose of which is to solve the problem of preventing the electric vehicle from sliding down a slope and preventing overcharging when the electric vehicle is fully charged on a slope.

[0004] In order to solve at least one of the above technical problems, in a first aspect, the present invention provides a full-charge control method for an electric vehicle, the method comprising:

[0005] When the current working condition of the target vehicle satisfies the full-power ramp signal, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency;

[0006] Determining a target execution current based on the target motor feedback power, the motor speed and the target execution torque, wherein the target execution current is greater than a current corresponding to the current working condition;

[0007] A motor controller of the target vehicle is current controlled based on the target execution.

[0008] Optionally, when the current working condition of the target vehicle satisfies the full-power ramp signal, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency, including:

[0009] When the minimum feedback power limit is greater than or equal to the preset feedback power calibration value,

[0010] or,

[0011] The gear position is inconsistent with the motor speed.

[0012] or,

[0013] The absolute value of the motor speed is less than the preset speed calibration value.

[0014] or,

[0015] The motor working quadrant is in the second or fourth quadrant.

[0016] or,

[0017] When the power module temperature and / or the motor temperature is less than the temperature calibration value, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency.

[0018] Optionally, the above method further includes:

[0019] The torque control ammeter is calibrated based on the speed data set, the torque data set and the heating power data set.

[0020] Optionally, when the current working condition of the target vehicle satisfies the full-power ramp signal, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency, including:

[0021] Obtaining target heating power through the torque control ammeter based on the current execution torque, speed and MTAP efficiency;

[0022] The target motor feedback power is determined based on the target heating power.

[0023] Optionally, determining the target execution current based on the target motor feedback power, the motor speed and the target execution torque includes:

[0024] The target execution current is determined by the torque control current table based on the target motor feedback power, the motor speed and the target execution torque.

[0025] Optionally, the target execution current includes a direct-axis component current and a quadrature-axis component current.

[0026] Optionally, the preset feedback power calibration value, the preset speed calibration value and the temperature calibration value are range interval values.

[0027] In a second aspect, an embodiment of the present invention further provides a full-charge control device for an electric vehicle, comprising:

[0028] A first determination unit is used to determine the target motor feedback power based on the current execution torque, speed and MTAP efficiency when the current working condition of the target vehicle meets the full-power ramp signal;

[0029] a second determination unit, configured to determine a target execution current based on the target motor feedback power, the motor speed, and the target execution torque, wherein the target execution current is greater than a current corresponding to the current working condition;

[0030] A control unit is configured to control a motor controller of the target vehicle based on the target execution current.

[0031] In order to achieve the above-mentioned purpose, according to the third aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the above-mentioned program is executed by a processor, the steps of the above-mentioned electric vehicle full charge control method are implemented.

[0032] In order to achieve the above-mentioned purpose, according to the fourth aspect of the present invention, there is provided an electronic device, comprising at least one processor and at least one memory connected to the processor; wherein the above-mentioned processor is used to call the program instructions in the above-mentioned memory to execute the steps of the above-mentioned electric vehicle full charge control method.

[0033] By means of the above technical scheme, the electric vehicle full charge control method and related equipment provided by the present invention are difficult to balance the problem of preventing the electric vehicle from sliding downhill and preventing overcharging when the electric vehicle is fully charged on a slope. The present invention monitors the full charge sliding downhill signal of the target vehicle, wherein the full charge sliding downhill signal includes the minimum feedback power limit, gear position, motor data and temperature; when the full charge sliding downhill signal is satisfied, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency; the target execution current is determined based on the target motor feedback power, motor speed and target execution torque to control the target vehicle. Based on the above scheme, it can be realized only by relying on the motor controller, by identifying the full charge low speed feedback working condition, on the basis of responding to the torque request of the vehicle controller, by increasing the current direct axis component current, increasing the motor heat, achieving a dynamic balance between the heat generation power and the feedback power, and finally avoiding battery overcharging, achieving a perfect balance of preventing battery overcharging and preventing vehicle sliding downhill under the full charge low speed shifting working condition of the electric vehicle on any slope within the motor capacity range, ensuring both the battery safety under this working condition and the driving safety.

[0034] Correspondingly, the electric vehicle full-charge control device, equipment and computer-readable storage medium provided by the embodiments of the present invention also have the above-mentioned technical effects.

[0035] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0037] Figure 1 A schematic flow chart of a method for controlling full charge of an electric vehicle provided by an embodiment of the present invention is shown;

[0038] Figure 2 A schematic diagram of a full-charge low-speed shifting method provided by an embodiment of the present invention is shown;

[0039] Figure 3 A schematic diagram of the basic principle of an overcharging and anti-slip control method provided by an embodiment of the present invention is shown;

[0040] Figure 4 A process flow chart of a full-charge overcharge prevention and slope reduction prevention strategy provided by an embodiment of the present invention is shown;

[0041] Figure 5 A schematic diagram of a motor working quadrant provided by an embodiment of the present invention is shown;

[0042] Figure 6 A schematic block diagram showing the composition of a full-charge control device for an electric vehicle provided by an embodiment of the present invention is shown;

[0043] Figure 7 A schematic block diagram of the composition of an electric vehicle full-charge control electronic device provided by an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0044] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0045] In order to solve the problem that it is difficult to balance the prevention of sliding down the slope and overcharging when the electric vehicle is fully charged on a slope, an embodiment of the present invention provides a full charge control method for an electric vehicle, such as Figure 1 and Figure 4 As shown, the method includes:

[0046] S101, when the current working condition of the target vehicle satisfies the full-power ramp signal, determining the target motor feedback power based on the current execution torque, speed and MTAP efficiency;

[0047] The above-mentioned step S101 also includes S1011: when the minimum feedback power limit is greater than or equal to the preset feedback power calibration value, or the gear position is inconsistent with the motor speed, or the absolute value of the motor speed is less than the preset speed calibration value, or the motor working quadrant is in the second quadrant or the fourth quadrant, or the power module temperature and / or the motor temperature is less than the temperature calibration value, determine the target motor feedback power based on the current execution torque, speed and MTAP efficiency.

[0048] Specifically, the MCU (Motor Control Unit) receives the battery minimum feedback power limit, gear position, VCU (Vehicle Control Unit) requested torque and other CAN (Controller Area Network) signals in real time and combines its own internal signals to perform logical judgment on the full-charge slope status.

[0049] Furthermore, the MCU determines whether the above signal value satisfies the full-charge ramp signal. If so, it enters the full-charge overcharge prevention and ramp prevention function. If not, it maintains the normal torque control mode.

[0050] On the first aspect, this application takes into account that slope sliding belongs to a low-speed working condition. Under this working condition, based on P=Tn / 9550, it can be known that even if the torque T is large, the feedback power is also small. The battery feedback power is less than the preset feedback power calibration value, which can basically cover the motor feedback power at low speed, so there is no need for the motor to specifically enter the anti-full charge and anti-slope sliding mode, or it can be considered that the battery feedback power is less than the preset feedback power calibration value and is no longer in the category of full charge. The MCU determines whether the minimum feedback power limit of the battery is less than the preset feedback power calibration value. If it is less than, the full-charge anti-overcharge and anti-slope sliding conditions are not met. The above-mentioned preset feedback power calibration value can be -5kW.

[0051] Secondly, the MCU determines whether the gear position and the motor speed are consistent (D gear corresponds to the positive motor speed, and R gear corresponds to the negative motor speed). If they are consistent, the full-charge protection against overcharging and slope slipping conditions are not met.

[0052] Thirdly, considering that the motor speed will not be too high when rolling down the slope, and the control strategy also requires the maximum speed to be 5-7 km / h when shifting gears at low speed without braking. If the speed is too high, you need to brake, and you can stop the car by braking. In addition, rolling down the slope is a process from slow to fast, and the vehicle speed can be stabilized by the invented strategy in the previous stage. Therefore, the MCU determines whether the absolute value of the motor speed is less than the preset speed calibration value. If not, the full-charge protection and anti-rolling conditions are not met.

[0053] Fourthly, Figure 5As shown, this application takes into account that the motor has a total of four quadrants, and only the second and fourth quadrants involve energy recovery to charge the battery. The battery characteristics allow discharge when fully charged, but charging is not allowed. The second and fourth quadrants of the motor correspond to forward and backward energy recovery, respectively. The motor speed in the second quadrant is positive and the torque is negative; the motor speed in the fourth quadrant is negative and the torque is positive. Therefore, the MCU is used to determine whether the motor is currently working in the second or fourth quadrant. If not, the full-charge protection and anti-slip conditions are not met, and the MCU maintains the normal torque control mode.

[0054] Fifthly, considering that the mechanism of the motor's full-power overcharge and anti-slip is to increase the current id, the increase in id means the increase in the motor's reactive power, which will be converted into heat, resulting in an increase in the motor's heat generation. Compared with the conventional torque mode, the motor temperature rise will be higher, so the control MCU of this application determines whether the power module or the motor is overheated. If so, the full-power overcharge and anti-slip conditions are not met, and the MCU maintains the normal torque control mode. If it is less than the temperature calibration value, there is no overheating, and the MCU enters the full-power overcharge and anti-slip mode.

[0055] When the MCU is in the full-power overcharge prevention and anti-slip mode, the above conditions are always judged. If any condition is detected to be unsatisfied, it is necessary to exit the full-power overcharge prevention and anti-slip mode and enter the normal torque control mode.

[0056] S102, determining a target execution current based on the target motor feedback power, the motor speed, and the target execution torque, wherein the target execution current is greater than a current corresponding to the current working condition;

[0057] The above step S102 also includes S1021 and S1022:

[0058] S1021. Calibrate the torque control ammeter based on the speed data set, the torque data set, and the heating power data set.

[0059] The torque control ammeter is obtained through bench calibration based on different speeds, different torques, and different heating power requirements.

[0060] S1022. When the current operating condition of the target vehicle satisfies the full-power ramp signal, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency, including: obtaining the target heating power through the torque control ammeter based on the current execution torque, speed and MTAP efficiency; and determining the target motor feedback power based on the target heating power.

[0061] Specifically, after the MCU enters the full-charge anti-overcharge and anti-slip mode, it switches to the torque control current lookup table. As shown in the above-mentioned current table, the id (direct-axis component current) will be greatly increased compared with the normal torque control mode, deviating from the MTPA curve.

[0062] After the MCU enters the full-charge anti-overcharge and anti-slip mode, the motor feedback power is calculated in real time based on the current execution torque, speed and MTAP efficiency. The above motor feedback power is the heating power required by the torque control ammeter calibrated by the test bench.

[0063] S103 . Control a motor controller of the target vehicle based on the target execution current.

[0064] The above step S103 also includes S1031, S1032 and S1033:

[0065] S1031, determining the target execution current based on the target motor feedback power, motor speed and target execution torque, includes: determining the target execution current through the torque control current table based on the target motor feedback power, motor speed and target execution torque.

[0066] S1032. The target execution current includes a direct-axis component current and a quadrature-axis component current.

[0067] Exemplarily, the MCU queries the torque control current table calibrated on the test bench based on the motor feedback power, motor speed and target execution torque to obtain the target execution current id (direct-axis component current) and iq (quadrature-axis component current).

[0068] S1033: The preset feedback power calibration value, the preset speed calibration value and the temperature calibration value are range interval values.

[0069] It is understandable that in order to avoid frequent entry and exit of the MCU full-power overcharge prevention and anti-slip mode, it is necessary to add appropriate hysteresis control to the above-mentioned condition judgment, that is, to set the hysteresis interval:

[0070] Specifically, the preset feedback power calibration value interval is set to -(5-8) kW; the preset speed calibration value interval is set to (300-500) rpm; the temperature calibration value interval is determined according to the specific vehicle model working conditions.

[0071] By means of the above technical scheme, the electric vehicle full charge control method provided by the present invention solves the problem that it is difficult to take both anti-slipping and anti-overcharging into account when the electric vehicle is fully charged on a slope. The present invention is based on the steps of judging the full charge slipping state, activating and controlling the full charge overcharge and anti-slipping function, and exiting the full charge overcharge and anti-slipping function. Considering that the torque control of the electric vehicle drive motor generally adopts MTPA (Maximum Torque Per Ampere, maximum torque current ratio) to improve efficiency, after the full charge overcharge and anti-slipping function of the above scheme is activated, the motor torque control deviates from the MTPA curve, increases the current id, increases the motor heating loss, and consumes the power of the aforementioned full charge low-speed feedback through reactive power loss. This can be achieved by relying only on the motor controller, and by identifying the aforementioned full charge low-speed feedback working condition, the current I is increased by looking up the table based on the response to the torque request of the vehicle controller. d , increasing the heat generated by the motor, achieving a dynamic balance between the heat power and the feedback power, and ultimately avoiding battery overcharging. It achieves a perfect balance between preventing battery overcharging and preventing the vehicle from sliding down the slope under the condition of low-speed shifting of a fully charged electric vehicle on any slope within the capacity range of the motor, ensuring both battery safety and driving safety under such conditions.

[0072] Furthermore, as a response to the above Figure 1 In order to realize the method shown in the figure, the embodiment of the present invention also provides an electric vehicle full charge control device for controlling the above Figure 1 The device embodiment corresponds to the aforementioned method embodiment. For ease of reading, this device embodiment will not repeat the details of the aforementioned method embodiment one by one, but it should be clear that the device in this embodiment can correspond to all the contents of the aforementioned method embodiment. Figure 6 As shown, the device includes: a first determining unit 21, a second determining unit 22 and a control unit 23, wherein

[0073] A first determination unit 21 is used to determine the target motor feedback power based on the current execution torque, speed and MTAP efficiency when the current working condition of the target vehicle meets the full-power ramp signal;

[0074] A second determination unit 22, configured to determine a target execution current based on the target motor feedback power, the motor speed, and the target execution torque, wherein the target execution current is greater than a current corresponding to the current working condition;

[0075] The control unit 23 is configured to control a motor controller of the target vehicle based on the target execution current.

[0076] The processor includes a kernel, and the kernel calls the corresponding program unit from the memory. One or more kernels can be set, and a full-charge control method for electric vehicles is implemented by adjusting kernel parameters, which can solve the problem of preventing the electric vehicle from sliding down the slope and preventing overcharging when the electric vehicle is fully charged on a slope.

[0077] An embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored program, and when the program is executed by a processor, the electric vehicle full-charge control method is implemented.

[0078] An embodiment of the present invention provides a processor, which is used to run a program, wherein the electric vehicle full-charge control method is executed when the program is running.

[0079] An embodiment of the present invention provides an electronic device, the electronic device comprising at least one processor and at least one memory connected to the processor; wherein the processor is used to call program instructions in the memory to execute the electric vehicle full charge control method as described above

[0080] An embodiment of the present invention provides an electronic device 30, such as Figure 7 As shown, the electronic device includes at least one processor 301, and at least one memory 302 and a bus 303 connected to the processor; wherein the processor 301 and the memory 302 communicate with each other through the bus 303; the processor 301 is used to call the program instructions in the memory to execute the above-mentioned electric vehicle full charge control method.

[0081] The intelligent electronic devices in this article can be PCs, PADs, mobile phones, etc.

[0082] The present application also provides a computer program product, which, when executed on a process management electronic device, is suitable for executing a program that initializes the steps of the above-mentioned electric vehicle full-charge control method.

[0083] It should be noted that in the above embodiments, the description of each embodiment has its own emphasis, and for parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0084] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0085] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded computer, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0086] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0087] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0088] The present application also provides a computer program product, which includes computer software instructions. When the computer software instructions are executed on a processing device, the processing device is caused to execute the following Figure 1 This corresponds to the flow of control of the memory in the embodiment.

[0089] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on the computer, the process or function according to the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network or other programmable devices. The computer instruction can be stored in a computer-readable storage medium, or transmitted from a computer-readable storage medium to another computer-readable storage medium. For example, the computer instruction can be transmitted from a website site, a computer, a server or a data center by wired (for example, coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (for example, infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a server, a data center, etc. that includes one or more available media integration. Available media can be magnetic media, (for example, floppy disk, hard disk, tape), optical media (for example, DVD), or semiconductor media (for example, solid state drive (SSD)), etc.

[0090] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0091] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of units is only a logical function division. There may be other division methods in actual implementation. For example, 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 an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0092] 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.

[0093] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0094] 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 technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk and other media that can store program codes.

[0095] 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 replace some of the technical features therein by equivalents. However, 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.

Claims

1. A method for controlling full charge of an electric vehicle, characterized in that: include: When the current working condition of the target vehicle satisfies the full-power ramp signal, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency; Determining a target execution current based on the target motor feedback power, the motor speed and the target execution torque, wherein the target execution current is greater than a current corresponding to the current working condition; A motor controller of the target vehicle is current controlled based on the target execution.

2. The method according to claim 1, characterized in that The method of determining the target motor feedback power based on the current execution torque, speed and MTAP efficiency when the current working condition of the target vehicle satisfies the full-power ramp signal includes: When the minimum feedback power limit is greater than or equal to the preset feedback power calibration value, or, The gear position is inconsistent with the motor speed. or, The absolute value of the motor speed is less than the preset speed calibration value. or, The motor working quadrant is in the second or fourth quadrant. or, When the power module temperature and / or the motor temperature is less than the temperature calibration value, the target motor feedback power is determined based on the current execution torque, speed and MTAP efficiency.

3. The method according to claim 1, characterized in that Also includes: The torque control ammeter is calibrated based on the speed data set, the torque data set and the heating power data set.

4. The method according to claim 3, characterized in that The method of determining the target motor feedback power based on the current execution torque, speed and MTAP efficiency when the current working condition of the target vehicle satisfies the full-power ramp signal includes: Obtaining target heating power through the torque control ammeter based on the current execution torque, speed and MTAP efficiency; The target motor feedback power is determined based on the target heating power.

5. The method according to claim 3, characterized in that: The determining the target execution current based on the target motor feedback power, the motor speed and the target execution torque includes: The target execution current is determined by the torque control current table based on the target motor feedback power, the motor speed and the target execution torque.

6. The method according to claim 5, characterized in that The target execution current includes a direct-axis component current and a quadrature-axis component current.

7. The method according to claim 2, characterized in that The preset feedback power calibration value, the preset rotation speed calibration value and the temperature calibration value are range interval values.

8. A full-charge control device for an electric vehicle, characterized in that: Also includes: A first determination unit is used to determine the target motor feedback power based on the current execution torque, speed and MTAP efficiency when the current working condition of the target vehicle meets the full-power ramp signal; a second determination unit, configured to determine a target execution current based on the target motor feedback power, the motor speed, and the target execution torque, wherein the target execution current is greater than a current corresponding to the current working condition; A control unit is configured to control a motor controller of the target vehicle based on the target execution current.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed by a processor, the steps of the electric vehicle full-charge control method according to any one of claims 1 to 7 are implemented.

10. An electronic device, characterized in that: The electronic device includes at least one processor and at least one memory connected to the processor; wherein the processor is used to call program instructions in the memory to execute the steps of the electric vehicle full charge control method as described in any one of claims 1 to claim 7.

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