New energy special vehicle electric drive control system and method

Abstract

The invention provides an electric drive control system and method for a new energy special vehicle, and relates to the technical field of vehicles. According to the method, current driving information, historical driving information and historical energy recovery information of a target vehicle are obtained, whether the driving front of the target vehicle is a downhill road section or not is determined according to the current position and the current driving path; and when the driving front of the target vehicle is the downhill road section, the current kinetic energy recovery level is determined according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill road section. As the new energy special vehicle generally works back and forth in a fixed path, the historical kinetic energy recovery level can be adjusted according to the historical kinetic energy recovery level and the historical vehicle speed to obtain the current kinetic energy recovery level, and the current kinetic energy recovery level is obtained by combining historical information. The accuracy of the kinetic energy recovery level during driving of the new energy special vehicle can be improved, shortening of the service life of a battery caused by frequent braking is avoided, and the effect of prolonging the service life of the battery is achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and specifically to an electric drive control system and method for a new energy special vehicle. Background Art

[0002] With the development of new energy technology, new energy special vehicles (such as mining trucks, forklifts, etc.) are gradually applied in actual work. In actual use, although the operating cost of new energy special engineering vehicles is low, the cost of battery maintenance and replacement is higher than that of traditional special engineering vehicles, and the battery life is affected by two factors: the application environment and the kinetic energy recovery method.

[0003] The low kinetic energy recovery efficiency leads to shortened battery life and reduced energy efficiency, which increases the operating cost per unit time of new energy special engineering vehicles. Summary of the invention

[0004] The present application provides an electric drive control system and method for a new energy special vehicle, which can dynamically adjust the kinetic energy recovery energy level when the new energy special vehicle is going downhill, so that the new energy special vehicle can recover kinetic energy at a reasonable kinetic energy recovery energy level, thereby achieving the effect of increasing battery life.

[0005] The present application provides a new energy special vehicle electric drive control method, including: Acquire the current driving information, historical driving information, and historical energy recovery information of the target vehicle; the current driving information includes the current position and current driving path of the target vehicle; the historical driving information includes the historical speed of the target vehicle when traveling on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery energy level corresponding to each downhill section; Determining whether the target vehicle is traveling on a downhill section ahead according to the current position and the current driving path; When there is a downhill section ahead of the target vehicle, the current kinetic energy recovery level is determined according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section, and the target downhill section is the downhill section closest to the front of the current driving direction of the target vehicle.

[0006] Optionally, determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section includes: When the target downhill section is a downhill curve, determining, according to the historical driving information, an adjustment section for the target vehicle to perform kinetic energy recovery on the target downhill section; the adjustment section is a section between a starting position of the target downhill section and a control position, and the control position is a position where the curvature of the curve of the target downhill section is the largest; If it is determined according to the historical driving information that the target vehicle had a braking operation when it last drove on the adjustment section, determining the current kinetic energy recovery energy level according to the last kinetic energy recovery energy level; If it is determined based on the historical driving information that the target vehicle last drove on the adjustment section and the historical vehicle speed reached the minimum vehicle speed before reaching the control position, the previous kinetic energy recovery energy level is determined as the current kinetic energy recovery energy level, and the starting position of the current kinetic energy recovery energy level is adjusted.

[0007] Optionally, determining the current kinetic energy recovery energy level according to the previous kinetic energy recovery energy level includes: Among the preset multiple kinetic energy recovery energy levels, at least one to-be-selected kinetic energy recovery energy level having a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity is determined, and the to-be-selected kinetic energy recovery energy level having the smallest kinetic energy recovery intensity is determined as the current kinetic energy recovery energy level.

[0008] Optionally, determining the previous kinetic energy recovery energy level as the current kinetic energy recovery energy level, and adjusting the starting position of the current kinetic energy recovery energy level, includes: Determine a difference distance according to the historical driving information, wherein the difference distance is the distance between the position where the historical vehicle speed reaches the minimum vehicle speed and the control position when the target vehicle travels on the target downhill section last time; The starting position of the current kinetic energy recovery energy level is determined according to the starting position of the previous kinetic energy recovery energy level in the historical driving information and the difference distance.

[0009] Optionally, determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section includes: When the target downhill section includes at least two downhill sections with a distance between the sections less than a preset distance, determining the historical average speed, the historical peak and valley values ​​of the speed, and the historical positions corresponding to the historical speeds of the target vehicle when the target vehicle travels through the target downhill section according to the historical driving information; The current kinetic energy recovery energy level and the starting position are determined according to the historical average vehicle speed, the historical vehicle speed peak and valley values, and the historical positions corresponding to the historical vehicle speeds.

[0010] Optionally, determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section includes: When the target downhill section is connected to the uphill section, the current kinetic energy recovery energy level is determined according to the speed limit of the uphill section, the historical driving information, and the historical energy recovery information, so that the speed of the target vehicle when it reaches the bottom of the target downhill section is the speed limit of the uphill section.

[0011] To achieve the above objectives and other related objectives, the present application provides an electric drive control system for a new energy special vehicle, including: A data acquisition module, used to acquire the current driving information, historical driving information, and historical energy recovery information of the target vehicle; the current driving information includes the current position and current driving path of the target vehicle; the historical driving information includes the historical speed of the target vehicle when it is traveling on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery energy level corresponding to each downhill section; A judgment module, used for determining whether the target vehicle is traveling on a downhill section according to the current position and the current driving path; The energy level determination module is used to determine the current kinetic energy recovery energy level according to the historical kinetic energy recovery energy level and the historical vehicle speed corresponding to the target downhill section when the target vehicle is traveling ahead of a downhill section, and the target downhill section is the downhill section closest to the front of the current driving direction of the target vehicle.

[0012] Optionally, the energy level determination module includes: a section determination unit, configured to determine, when the target downhill section is a downhill curve, an adjustment section for the target vehicle to perform kinetic energy recovery on the target downhill section according to the historical driving information; the adjustment section is a section between a starting position of the target downhill section and a control position, and the control position is a position where the curvature of the curve of the target downhill section is the largest; a first energy level determination unit, configured to determine a current kinetic energy recovery energy level according to a previous kinetic energy recovery energy level, if it is determined according to the historical driving information that a braking operation occurred when the target vehicle last drove on the adjustment section; The second energy level determination unit is used to determine the previous kinetic energy recovery energy level as the current kinetic energy recovery energy level and adjust the starting position of the current kinetic energy recovery energy level if it is determined based on the historical driving information that the historical vehicle speed reached the minimum vehicle speed before reaching the control position when the target vehicle last drove on the adjustment section.

[0013] Optionally, the first energy level determining unit is further used for: Among the preset multiple kinetic energy recovery energy levels, at least one to-be-selected kinetic energy recovery energy level having a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity is determined, and the to-be-selected kinetic energy recovery energy level having the smallest kinetic energy recovery intensity is determined as the current kinetic energy recovery energy level.

[0014] Optionally, the second energy level determining unit is further used for: Determine a difference distance according to the historical driving information, wherein the difference distance is the distance between the position where the historical vehicle speed reaches the minimum vehicle speed and the control position when the target vehicle travels on the target downhill section last time; The starting position of the current kinetic energy recovery energy level is determined according to the starting position of the previous kinetic energy recovery energy level in the historical driving information and the difference distance.

[0015] As described above, the electric drive control system and method for new energy special vehicles provided in this application have the following beneficial effects: A method for controlling electric drive of a new energy special vehicle in the present application, the method obtains the current driving information, historical driving information, and historical energy recovery information of the target vehicle, and determines whether the target vehicle is traveling on a downhill section according to the current position and the current driving path. When the target vehicle is traveling on a downhill section, the current kinetic energy recovery level is determined according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section. Since new energy special vehicles generally work back and forth on a fixed path, when the target vehicle is traveling, it is possible to first determine whether the target vehicle is traveling on a downhill section. When the target vehicle is traveling on a downhill section, the historical kinetic energy recovery level can be adjusted according to the historical kinetic energy recovery level and the historical vehicle speed to obtain the current kinetic energy recovery level. By combining the historical information, the current kinetic energy recovery level can be obtained, which can improve the accuracy of the kinetic energy recovery level when the new energy special vehicle is traveling, avoid frequent braking leading to shortened battery life, and achieve the effect of improving battery life.

[0016] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings: Figure 1 is a flow chart of an electric drive control method for a new energy special vehicle shown in an exemplary embodiment of the present application; Figure 2 is a schematic diagram of a target vehicle driving state shown in an exemplary embodiment of the present application; Figure 3 is a schematic diagram of kinetic energy recovery shown in an exemplary embodiment of the present application; Figure 4 is a schematic diagram of kinetic energy recovery shown in another exemplary embodiment of the present application; Figure 5 is a schematic diagram of kinetic energy recovery shown in another exemplary embodiment of the present application; Figure 6is a schematic diagram of a target downhill section connected to an uphill section shown in an exemplary embodiment of the present application; Figure 7 It is a structural block diagram of an electric drive control system for a new energy special vehicle shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0018] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0019] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0020] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0021] See also Figure 1 , Figure 1 is a flow chart of an electric drive control method for a new energy special vehicle shown in an exemplary embodiment of the present application. Figure 1 It can be seen that the electric drive control method of the new energy special vehicle may include: Step S110, obtaining the current driving information, historical driving information, and historical energy recovery information of the target vehicle.

[0022] Among them, the current driving information includes the current position and current driving path of the target vehicle; the historical driving information includes the historical speed of the target vehicle when traveling on each downhill section of the current driving path; and the historical energy recovery information includes the historical kinetic energy recovery energy level corresponding to each downhill section.

[0023] In one embodiment of the present application, the target vehicle's on-board computer can obtain the target vehicle's current driving information and historical driving information. Both the current driving information and the historical driving information may include the target vehicle's speed and the target vehicle's position in the driving path. The historical energy recovery information may be stored in the target vehicle's on-board computer, and the historical energy recovery information may correspond to a downhill section. For example, the on-board computer may pre-store the kinetic energy recovery energy level corresponding to each downhill section.

[0024] It should be noted that the method provided in the embodiment of the present application can be applied to new energy special vehicles, such as new energy muck trucks, pure electric mining trucks or pure electric loading and unloading trucks. For example, in the process of road construction or mining operations, new energy muck trucks may travel back and forth between the top of the mountain and the foot of the mountain to transport waste soil and other materials. When the new energy muck truck transports waste soil from the top of the mountain to the foot of the mountain, there may be downhill curves, downhill and uphill sections connected, or continuous downhill sections. In this case, if the target vehicle recovers energy at a preset kinetic energy recovery level, the cornering speed may be too fast and the user may need to actively step on the brakes for braking. This will cause the battery of the new energy muck truck to charge at different charging currents, which will affect the life of the battery in the new energy muck truck.

[0025] Step S120, determining whether the target vehicle is traveling on a downhill section ahead according to the current position and the current driving path.

[0026] In one embodiment of the present application, the vehicle computer of the target vehicle can determine whether the target vehicle is in a downhill section based on the vehicle position and driving path in the current driving information. The downhill section closest to the target vehicle in front is the target downhill section, that is, the downhill section that the target vehicle is about to reach is the target section. When the target vehicle is driving on a downhill section, the kinetic energy recovery system continues to work according to the kinetic energy recovery energy level, and can convert gravitational potential energy into electrical energy. When the vehicle is driving historically, the slope of the current driving path can be recorded based on equipment such as a gyroscope.

[0027] It should be noted that the driving path of new energy special vehicles is generally a fixed route. For example, for new energy dump trucks, their driving routes during work are generally fixed at the top and foot of the mountain. Especially for downhill roads, it involves frequent activation and / or adjustment of the kinetic energy recovery energy level. Therefore, the new energy special vehicle electric drive control method provided in the embodiment of the present application can be used to adjust the kinetic energy recovery energy level of the new energy characteristic vehicle during driving, so that the new energy special vehicle can reduce the number of braking times when driving. At the selected kinetic energy recovery energy level, the battery of the new energy special vehicle is charged with a stable charging current to avoid the impact of frequent changes in charging current on the battery, thereby achieving the effect of improving battery life.

[0028] Exemplarily, after determining the target vehicle's driving path, the target vehicle's on-board computer can mark the target vehicle's driving path with characteristic sections such as downhill sections and uphill sections. The specific marking content may include the starting position, ending position, maximum downhill speed, and maximum uphill speed of the characteristic section. The target vehicle's on-board computer can determine whether the target vehicle is traveling on a downhill section ahead based on the target vehicle's current position and the markings of each characteristic section. When the distance between the target vehicle's current position and the starting position of the downhill section is less than or equal to a preset distance, it can be determined that the target vehicle is traveling on a downhill section ahead. The preset distance can be determined by designers based on historical experience.

[0029] Step S130, when the target vehicle is traveling on a downhill section ahead, determine the current kinetic energy recovery level according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section.

[0030] The target downhill section is the downhill section closest to the front of the current driving direction of the target vehicle.

[0031] In one embodiment of the present application, the vehicle computer of the target vehicle can determine the current kinetic energy recovery level based on historical driving information and historical energy recovery information. The historical driving information can characterize the user's driving habits, and the vehicle computer of the target vehicle can dynamically adjust the current kinetic energy recovery level based on the user's historical driving habits, which can not only avoid the problem of unstable battery charging current caused by unreasonable kinetic energy recovery level during kinetic energy recovery, but also achieve the effect of stable deceleration when the target vehicle is driving on a downhill section, which can improve the user experience.

[0032] In one embodiment, the process of determining the current kinetic energy recovery energy level according to the historical kinetic energy recovery energy level and the historical vehicle speed corresponding to the target downhill section in step S130 may include steps S131 and S133.

[0033] Step S131, when the target downhill section is a downhill curve, determining an adjustment section for kinetic energy recovery of the target vehicle on the target downhill section according to historical driving information.

[0034] The adjustment section is the section between the starting position of the target downhill section and the control position, and the control position is the position where the curvature of the curve of the target downhill section is the largest.

[0035] In one embodiment of the present application, the vehicle computer of the target vehicle may determine, based on historical driving information, an adjustment section for the target vehicle to perform kinetic energy recovery on a target downhill section.

[0036] For example, see Figure 2, which is a schematic diagram of the target vehicle driving state shown in an exemplary embodiment of the present application. Among them, S1 represents the starting position of the target downhill section, S2 represents the control position of the target vehicle in the target downhill section, and the dotted line represents the adjustment section between the starting position of the target downhill section and the control position in the downhill section. The starting position and the control position of the target downhill section can both correspond to the mileage of the target vehicle in the driving path in the historical driving information.

[0037] Step S132: if it is determined according to the historical driving information that a braking operation was performed when the target vehicle was traveling on the adjustment section the last time, then the current kinetic energy recovery energy level is determined according to the previous kinetic energy recovery energy level.

[0038] In one embodiment of the present application, if it is determined based on historical driving information that a braking operation occurred when the target vehicle last drove on the adjustment section, the vehicle computer of the target vehicle may determine the current kinetic energy recovery energy level based on the previous kinetic energy recovery energy level.

[0039] In one embodiment, determining the current kinetic energy recovery energy level based on the previous kinetic energy recovery energy level may include: determining at least one to-be-selected kinetic energy recovery energy level having a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity among a plurality of preset kinetic energy recovery energy levels, and determining the to-be-selected kinetic energy recovery energy level having the smallest kinetic energy recovery intensity as the current kinetic energy recovery energy level.

[0040] For example, see Figure 3 , which is a schematic diagram of kinetic energy recovery shown in an exemplary embodiment of the present application. Among them, the horizontal axis represents the mileage, and the unit can be meters; the vertical axis represents the speed, and the unit can be kilometers per hour; D0 can represent the speed curve of the target vehicle when it travels on the target downhill section for the first time, B0 represents the braking operation of the target vehicle when it travels on the target downhill section for the first time, D1 can represent the speed curve of the target vehicle when it travels on the target downhill section for the second time, B1 can represent the braking operation of the target vehicle when it travels on the target downhill section for the second time, L0 represents that the kinetic energy recovery energy level of the target vehicle when it travels on the target downhill section for the second time is level 0, and the target vehicle does not perform kinetic energy recovery at this kinetic energy recovery energy level, and L1 represents that the kinetic energy recovery energy level of the target vehicle when it travels on the target downhill section for the second time is level 1. When the target vehicle recovers kinetic energy at level 1 kinetic energy recovery energy level, the user brakes the vehicle at position B1, and the target vehicle exits energy recovery.

[0041] For example, see Figure 4, which is a schematic diagram of kinetic energy recovery shown in another exemplary embodiment of the present application. Among them, the horizontal axis represents the mileage, and the unit can be meters; the vertical axis represents the speed, and the unit can be kilometers per hour; D1 represents the speed curve of the target vehicle driving on the target downhill section for the second time, B1 represents the braking operation of the target vehicle driving on the target downhill section for the second time, and D2 represents the speed curve of the target vehicle driving on the target downhill section for the third time. When driving on the target downhill section for the second time, the user needs to actively intervene in the kinetic energy recovery process to brake the vehicle. It can be seen that recovering the vehicle's kinetic energy with a kinetic energy recovery level of 1 cannot meet the vehicle's downhill deceleration requirements. When driving on the target downhill section for the third time, the kinetic energy recovery level can be increased.

[0042] Step S133: If it is determined based on historical driving information that the target vehicle last drove on the adjustment section and the historical vehicle speed reached the minimum vehicle speed before driving to the control position, the previous kinetic energy recovery energy level is determined as the current kinetic energy recovery energy level, and the starting position of the current kinetic energy recovery energy level is adjusted.

[0043] In one embodiment of the present application, if it is determined based on historical driving information that the target vehicle last drove on the adjustment section, and the historical vehicle speed reached the minimum vehicle speed before driving to the control position, indicating that the speed was reduced too quickly when energy was recovered at the previous kinetic energy recovery level, then the vehicle computer of the target vehicle can determine the previous kinetic energy recovery level as the current kinetic energy recovery level, and adjust the starting position of the current kinetic energy recovery level. The starting position represents the driving position of the target vehicle when starting energy recovery when driving on the target downhill section.

[0044] In one embodiment, determining the previous kinetic energy recovery level as the current kinetic energy recovery level and adjusting the starting position of the kinetic energy recovery level may include: determining the difference distance according to historical driving information, the difference distance being the distance between the position where the historical vehicle speed reaches the minimum vehicle speed and the control position; determining the starting position of the current kinetic energy recovery level according to the starting position and the difference distance of the previous kinetic energy recovery level in the historical driving information. The sum of the starting position and the difference distance of the previous kinetic energy recovery level may be determined as the starting position of the current kinetic energy recovery level; the sum of the previous kinetic energy recovery level and the starting position and half of the difference distance may also be determined as the starting position of the current kinetic energy recovery level. The specific implementation method of determining the starting position of the current kinetic energy recovery level according to the starting position and the difference distance of the previous kinetic energy recovery level in the historical driving information may be determined by the operator according to relevant historical data.

[0045] In one embodiment, the step S130 determines the composition of the current kinetic energy recovery energy level according to the historical kinetic energy recovery energy level and the historical vehicle speed corresponding to the target downhill section, which may include steps S134 and S135.

[0046] Step S134, when the target downhill section includes at least two downhill sections with a section spacing less than a preset spacing, determine the historical average speed, historical speed peak and valley values, and historical positions corresponding to each historical speed when the target vehicle travels through the target downhill section based on historical driving information.

[0047] In one embodiment of the present application, the vehicle computer of the target vehicle can determine the historical average speed, historical speed peak and valley values, and historical positions corresponding to each historical speed when the target vehicle travels through the target downhill section based on historical driving information. The historical driving information includes the historical speed corresponding to each position of the target vehicle in the driving path.

[0048] Step S135, determining the current kinetic energy recovery energy level and the starting position according to the historical average vehicle speed, the historical vehicle speed peak and valley values, and the historical positions corresponding to the historical vehicle speeds.

[0049] In one embodiment of the present application, the vehicle computer of the target vehicle can determine the current kinetic energy recovery energy level and the starting position according to the historical average vehicle speed, the historical vehicle speed peak and valley values, and the historical positions corresponding to the historical vehicle speeds.

[0050] For example, the number of peak and valley values ​​of the historical vehicle speed in each downhill section can be determined based on the historical position corresponding to the historical vehicle speed. If the number is large, kinetic energy recovery can be performed at a higher kinetic energy recovery intensity. If the number is small, kinetic energy recovery can be performed at a lower kinetic energy recovery intensity. The kinetic energy recovery level can also be determined considering the slope of the downhill section. The current kinetic energy recovery level and the starting position are determined so that the target vehicle passes the target downhill section at the historical average speed.

[0051] For example, see Figure 5 , which is a schematic diagram of kinetic energy recovery shown in another exemplary embodiment of the present application. Among them, the horizontal axis represents the mileage, in meters; the vertical axis on the left represents the vehicle speed, in kilometers per hour; the vertical axis on the right represents the altitude, in meters; D11 represents the speed curve of the target vehicle when it was traveling on the target downhill section last time, B11 represents the first braking operation of the target vehicle when it was traveling on the target downhill section last time, B12 represents the second braking operation of the target vehicle when it was traveling on the target downhill section last time, B13 represents the third braking operation of the target vehicle when it was traveling on the target downhill section last time, E1 represents the altitude change curve of the target vehicle currently traveling on the target downhill section, L2 represents the kinetic energy recovery energy level of 2 in the corresponding altitude interval, L0 represents the functional recovery energy level of 0 in the corresponding altitude interval, and D12 represents the speed curve of the target vehicle currently traveling on the target downhill section.

[0052] It should be noted that step S134 and step S135 can be applied to the case where the target downhill section is two consecutive downhill sections, and the section slope between the two consecutive downhill sections is less than the preset slope, the two consecutive downhill sections can be the interval between the two downhill sections is less than the preset interval distance, and the distance between the end position of the previous downhill section and the start position of the next downhill section can be determined as the interval between the two downhill sections. The value of the preset slope can be a positive value, and the slope of the interval section between the two consecutive downhill sections can be a positive value.

[0053] In one embodiment, the current kinetic energy recovery energy level is determined based on the historical kinetic energy recovery energy level and the historical vehicle speed corresponding to the target downhill section, including: when the target downhill section is connected to the uphill section, the current kinetic energy recovery energy level is determined based on the speed limit of the uphill section, historical driving information, and historical energy recovery information, so that the speed of the target vehicle when it reaches the bottom of the target downhill section is the speed limit of the uphill section.

[0054] For example, see Figure 6 , which is a schematic diagram of a target downhill section connected to an uphill section shown in an exemplary embodiment of the present application. The operator can pre-set the speed limit of the uphill section, which can be used to limit the vehicle to go uphill at an appropriate speed to avoid overturning due to excessive uphill speed.

[0055] For example, the downhill braking force requirement can be estimated based on data such as the current vehicle speed (downhill starting speed), the speed limit of the uphill section (downhill end target speed), the downhill slope inclination, the downhill length, the total vehicle weight, the air resistance coefficient, the windward area, the rolling resistance coefficient, the acceleration of gravity, etc., and the corresponding kinetic energy recovery energy level can be determined so that the vehicle speed can reach the speed limit of the uphill section when the vehicle reaches the bottom of the target downhill section.

[0056] Figure 7 FIG. 1 is a structural block diagram of an electric drive control system for a new energy special vehicle shown in an exemplary embodiment of the present application. Figure 7 As shown, the exemplary new energy special vehicle electric drive control system 700 includes: The data acquisition module 710 is used to obtain the current driving information, historical driving information, and historical energy recovery information of the target vehicle; the current driving information includes the current position and current driving path of the target vehicle; the historical driving information includes the historical vehicle speed when the target vehicle is traveling on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery energy level corresponding to each downhill section.

[0057] The judgment module 720 is used to determine whether the target vehicle is traveling on a downhill section ahead according to the current position and the current driving path.

[0058] The energy level determination module 730 is used to determine the current kinetic energy recovery energy level according to the historical kinetic energy recovery energy level and historical vehicle speed corresponding to the target downhill section when the target vehicle is traveling ahead of a downhill section. The target downhill section is the downhill section closest to the target vehicle in the current driving direction.

[0059] In one embodiment of the present application, the energy level determination module includes: a section determination unit, for determining, when the target downhill section is a downhill curve, an adjustment section for the target vehicle to perform kinetic energy recovery on the target downhill section according to historical driving information; the adjustment section is a section between a starting position of the target downhill section and a control position, and the control position is a position where the curvature of the curve of the target downhill section is the largest; A first energy level determination unit, configured to determine a current kinetic energy recovery energy level according to a previous kinetic energy recovery energy level if it is determined according to historical driving information that a braking operation occurred when the target vehicle was traveling on the adjustment section the last time; The second energy level determination unit is used to determine the previous kinetic energy recovery energy level as the current kinetic energy recovery energy level and adjust the starting position of the current kinetic energy recovery energy level if it is determined based on historical driving information that the target vehicle last drove on the adjustment section and the historical vehicle speed reached the minimum vehicle speed before reaching the control position.

[0060] In one embodiment of the present application, the first energy level determining unit is further configured to: Among the preset multiple kinetic energy recovery energy levels, at least one to-be-selected kinetic energy recovery energy level having a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity is determined, and the to-be-selected kinetic energy recovery energy level having the smallest kinetic energy recovery intensity is determined as the current kinetic energy recovery energy level.

[0061] In one embodiment of the present application, the second energy level determining unit is further used for: Determine the difference distance based on the historical driving information, where the difference distance is the distance between the position where the historical speed reaches the minimum speed and the control position when the target vehicle travels on the target road section last time; The starting position of the current kinetic energy recovery energy level is determined according to the starting position and the difference distance of the previous kinetic energy recovery energy level in the historical driving information.

[0062] It should be noted that the electric drive control system for new energy special vehicles provided in the above embodiment and the electric drive control method for new energy special vehicles provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment and will not be repeated here. In actual applications, the electric drive control system for new energy special vehicles provided in the above embodiment can allocate the above functions to different functional modules as needed, that is, divide the internal structure of the system into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0063] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by one or more processors, the electronic device implements the new energy special vehicle electric drive control method provided in the above-mentioned embodiments.

[0064] Another aspect of the present application further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer executes the electric drive control method for a new energy special vehicle provided in each of the above embodiments. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently without being assembled into the electronic device.

[0065] Another aspect of the present application further provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium. A processor of a computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the electric drive control method for a new energy special vehicle provided in each of the above embodiments.

[0066] In the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. "Including" and "comprising" mentioned throughout the specification and claims are open-ended terms and should be interpreted as "including but not limited to".

[0067] The above embodiments are merely illustrative of the principles and effects of the present application, and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A new energy special vehicle electric drive control method, characterized in that: include: Obtain the current driving information, historical driving information, and historical energy recovery information of the target vehicle; The current driving information includes the current position and current driving path of the target vehicle; The historical driving information includes the historical speed of the target vehicle when it travels on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery energy level corresponding to each downhill section; Determining whether the target vehicle is traveling on a downhill section ahead according to the current position and the current driving path; When there is a downhill section ahead of the target vehicle, the current kinetic energy recovery level is determined according to the historical kinetic energy recovery level and the historical vehicle speed corresponding to the target downhill section, and the target downhill section is the downhill section closest to the front of the current driving direction of the target vehicle.

2. The electric drive control method for new energy special vehicles according to claim 1 is characterized in that: According to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section, the current kinetic energy recovery level is determined, including: When the target downhill section is a downhill curve, determining, according to the historical driving information, an adjustment section for the target vehicle to perform kinetic energy recovery on the target downhill section; the adjustment section is a section between a starting position of the target downhill section and a control position, and the control position is a position where the curvature of the curve of the target downhill section is the largest; If it is determined according to the historical driving information that the target vehicle had a braking operation when it last drove on the adjustment section, determining the current kinetic energy recovery energy level according to the last kinetic energy recovery energy level; If it is determined based on the historical driving information that the target vehicle last drove on the adjustment section and the historical vehicle speed reached the minimum vehicle speed before reaching the control position, the previous kinetic energy recovery energy level is determined as the current kinetic energy recovery energy level, and the starting position of the current kinetic energy recovery energy level is adjusted.

3. The electric drive control method for new energy special vehicles according to claim 2 is characterized in that: The current kinetic energy recovery level is determined based on the previous kinetic energy recovery level, including: Among the preset multiple kinetic energy recovery energy levels, at least one to-be-selected kinetic energy recovery energy level having a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity is determined, and the to-be-selected kinetic energy recovery energy level having the smallest kinetic energy recovery intensity is determined as the current kinetic energy recovery energy level.

4. The electric drive control method for new energy special vehicles according to claim 2 is characterized in that: The previous kinetic energy recovery energy level is determined as the current kinetic energy recovery energy level, and the starting position of the current kinetic energy recovery energy level is adjusted, including: Determine a difference distance according to the historical driving information, wherein the difference distance is the distance between the position where the historical vehicle speed reaches the minimum vehicle speed and the control position when the target vehicle travels on the target downhill section last time; The starting position of the current kinetic energy recovery energy level is determined according to the starting position of the previous kinetic energy recovery energy level in the historical driving information and the difference distance.

5. The electric drive control method for new energy special vehicles according to claim 1, characterized in that: According to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section, the current kinetic energy recovery level is determined, including: When the target downhill section includes at least two downhill sections with a distance between the sections less than a preset distance, determining the historical average speed, the historical peak and valley values ​​of the speed, and the historical positions corresponding to the historical speeds of the target vehicle when the target vehicle travels through the target downhill section according to the historical driving information; The current kinetic energy recovery energy level and the starting position are determined according to the historical average vehicle speed, the historical vehicle speed peak and valley values, and the historical positions corresponding to the historical vehicle speeds.

6. The electric drive control method for new energy special vehicles according to claim 1, characterized in that: According to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section, the current kinetic energy recovery level is determined, including: When the target downhill section is connected to the uphill section, the current kinetic energy recovery energy level is determined according to the speed limit of the uphill section, the historical driving information, and the historical energy recovery information, so that the speed of the target vehicle when it reaches the bottom of the target downhill section is the speed limit of the uphill section.

7. A new energy special vehicle electric drive control system, characterized in that: include: A data acquisition module is used to obtain the current driving information, historical driving information, and historical energy recovery information of the target vehicle; The current driving information includes the current position and current driving path of the target vehicle; The historical driving information includes the historical speed of the target vehicle when it travels on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery energy level corresponding to each downhill section; A judgment module, used for determining whether the target vehicle is traveling on a downhill section according to the current position and the current driving path; The energy level determination module is used to determine the current kinetic energy recovery energy level according to the historical kinetic energy recovery energy level and the historical vehicle speed corresponding to the target downhill section when the target vehicle is traveling ahead of a downhill section, and the target downhill section is the downhill section closest to the front of the current driving direction of the target vehicle.

8. The electric drive control system for new energy special vehicles according to claim 7, characterized in that: The energy level determination module includes: a section determination unit, configured to determine, when the target downhill section is a downhill curve, an adjustment section for the target vehicle to perform kinetic energy recovery on the target downhill section according to the historical driving information; the adjustment section is a section between a starting position of the target downhill section and a control position, and the control position is a position where the curvature of the curve of the target downhill section is the largest; a first energy level determination unit, configured to determine a current kinetic energy recovery energy level according to a previous kinetic energy recovery energy level, if it is determined according to the historical driving information that a braking operation occurred when the target vehicle last drove on the adjustment section; The second energy level determination unit is used to determine the previous kinetic energy recovery energy level as the current kinetic energy recovery energy level and adjust the starting position of the current kinetic energy recovery energy level if it is determined based on the historical driving information that the historical vehicle speed reached the minimum vehicle speed before reaching the control position when the target vehicle last drove on the adjustment section.

9. The electric drive control system for new energy special vehicles according to claim 8, characterized in that: The first energy level determining unit is further configured to: Among the preset multiple kinetic energy recovery energy levels, at least one to-be-selected kinetic energy recovery energy level having a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity is determined, and the to-be-selected kinetic energy recovery energy level having the smallest kinetic energy recovery intensity is determined as the current kinetic energy recovery energy level.

10. The electric drive control system for new energy special vehicles according to claim 8, characterized in that: The second energy level determination unit is further configured to: Determine a difference distance according to the historical driving information, wherein the difference distance is the distance between the position where the historical vehicle speed reaches the minimum vehicle speed and the control position when the target vehicle travels on the target downhill section last time; The starting position of the current kinetic energy recovery energy level is determined according to the starting position of the previous kinetic energy recovery energy level in the historical driving information and the difference distance.

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