An electric drive control system and method for a new energy special vehicle

Abstract

The present application provides an electric drive control system and method for a new energy special vehicle, which relates to the technical field of vehicles. The method obtains the current driving information, historical driving information, and historical energy recovery information of the target vehicle, and determines whether the road ahead of the target vehicle is a downhill section according to the current position and the current driving path. When the road ahead of the target vehicle is 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, 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 historical information to obtain the current kinetic energy recovery level, the accuracy of the kinetic energy recovery level during the driving of new energy special vehicles can be improved, and the shortening of the battery life caused by frequent braking can be avoided, achieving the effect of extending the battery life.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an electric drive control system and method for new energy special vehicles. Background Art

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

[0003] Due to the low kinetic energy recovery efficiency, the battery life is shortened and the energy efficiency is reduced, increasing 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 new energy special vehicles, which can dynamically adjust the kinetic energy recovery level when the new energy special vehicle is going downhill, so that the new energy special vehicle can perform kinetic energy recovery at a reasonable kinetic energy recovery level, achieving the effect of improving the battery life.

[0005] An electric drive control method for new energy special vehicles provided by the present application includes:

[0006] 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 speeds of the target vehicle when driving on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery levels corresponding to each downhill section;

[0007] Determine whether there is a downhill section ahead of the target vehicle according to the current position and the current driving path;

[0008] When there is a downhill section ahead of the target vehicle, determine the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section, where the target downhill section is the downhill section closest to the front in the current driving direction of the target vehicle.

[0009] Optionally, determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section includes:

[0010] When the target downhill section is a downhill curve, determine, according to the historical driving information, an adjustment section for kinetic energy recovery of the target vehicle on the target downhill section; 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 with the maximum curve curvature of the target downhill section;

[0011] If it is determined according to the historical driving information that there is a braking operation when the target vehicle drove on the adjustment section during the previous driving, determine the current kinetic energy recovery level according to the previous kinetic energy recovery level;

[0012] If it is determined according to the historical driving information that when the target vehicle drove on the adjustment section during the previous driving, the historical vehicle speed reached the minimum vehicle speed before reaching the control position, 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.

[0013] Optionally, determining the current kinetic energy recovery level according to the previous kinetic energy recovery level includes:

[0014] Among a preset plurality of kinetic energy recovery levels, determine at least one selectable kinetic energy recovery level with a kinetic energy recovery intensity greater than the previous kinetic energy recovery intensity, and determine the kinetic energy recovery level with the smallest kinetic energy recovery intensity among the selectable kinetic energy recovery levels as the current kinetic energy recovery level.

[0015] Optionally, determining the previous kinetic energy recovery level as the current kinetic energy recovery level and adjusting the starting position of the current kinetic energy recovery level includes:

[0016] According to the historical driving information, determine a difference distance, where the difference distance is the distance between the position where the historical vehicle speed reached the minimum vehicle speed and the control position when the target vehicle drove on the target downhill section during the previous driving;

[0017] According to the starting position of the previous kinetic energy recovery level in the historical driving information and the difference distance, determine the starting position of the current kinetic energy recovery level.

[0018] Optionally, determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section includes:

[0019] When the target downhill section includes at least two downhill sections with a section spacing less than a preset spacing, determine, according to the historical driving information, the historical average vehicle speed, the historical vehicle speed peak-to-valley value, and the historical positions corresponding to each historical vehicle speed when the target vehicle drove through the target downhill section;

[0020] According to the historical average vehicle speed, the historical vehicle speed peak-to-valley value, and the historical positions corresponding to each historical vehicle speed, determine the current kinetic energy recovery level and the starting position.

[0021] Optionally, determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section includes:

[0022] When the target downhill section is connected to an uphill section, determining the current kinetic energy recovery level according to the speed limit of the uphill section, the historical driving information, and the historical energy recovery information, so that the vehicle speed of the target vehicle when reaching the bottom of the target downhill section is the speed limit of the uphill section.

[0023] To achieve the above and other related purposes, the present application provides an electric drive control system for a new energy special vehicle, including:

[0024] A data acquisition module for acquiring 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 speeds of the target vehicle when driving on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery levels corresponding to each downhill section;

[0025] A judgment module for determining whether there is a downhill section in front of the target vehicle according to the current position and the current driving path;

[0026] An energy level determination module for determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section when there is a downhill section in front of the target vehicle, and the target downhill section is the downhill section closest to the front in the current driving direction of the target vehicle.

[0027] Optionally, the energy level determination module includes:

[0028] A section determination unit for determining the adjustment section for the target vehicle to perform kinetic energy recovery in the target downhill section according to the historical driving information when the target downhill section is a downhill curve; the adjustment section is the section between the starting position and the control position of the target downhill section, and the control position is the position with the largest curve curvature of the target downhill section;

[0029] A first energy level determination unit for determining the current kinetic energy recovery level according to the previous kinetic energy recovery level if it is determined according to the historical driving information that there is a braking operation when the target vehicle previously drove in the adjustment section;

[0030] A second energy level determination unit, configured to, if it is determined according to the historical driving information that the target vehicle was driving on the adjustment section during the previous drive and the historical vehicle speed reached the minimum vehicle speed before reaching the control position, determine the previous kinetic energy recovery level as the current kinetic energy recovery level and adjust the start position of the current kinetic energy recovery level.

[0031] Optionally, the first energy level determination unit is further configured to:

[0032] Among a plurality of preset kinetic energy recovery levels, determine at least one selectable kinetic energy recovery level whose kinetic energy recovery intensity is greater than the previous kinetic energy recovery intensity, and determine the selectable kinetic energy recovery level with the minimum kinetic energy recovery intensity as the current kinetic energy recovery level.

[0033] Optionally, the second energy level determination unit is further configured to:

[0034] According to the historical driving information, determine a difference distance, where the difference distance is the distance between the position where the historical vehicle speed reached the minimum vehicle speed when the target vehicle was driving on the target downhill section during the previous drive and the control position;

[0035] According to the start position of the previous kinetic energy recovery level and the difference distance in the historical driving information, determine the start position of the current kinetic energy recovery level.

[0036] As described above, a new energy special vehicle electric drive control system and method provided by the present application have the following beneficial effects:

[0037] In a new energy special vehicle electric drive control method in the present application, the method obtains the current driving information, historical driving information, and historical energy recovery information of the target vehicle, determines whether the front of the target vehicle's driving is a downhill section according to the current position and the current driving path, and when the front of the target vehicle's driving is a downhill section, determines 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. Since new energy special vehicles generally work back and forth on a fixed path, when the target vehicle is driving, it can first determine whether the front of the target vehicle's driving is a downhill section. When the front of the driving is 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 historical information to obtain the current kinetic energy recovery level, the accuracy of the kinetic energy recovery level during the driving of new energy special vehicles can be improved, avoiding frequent braking from shortening the battery life and achieving the effect of extending the battery life.

[0038] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. Description of the Drawings

[0039] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Obviously, the accompanying drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings. In the accompanying drawings:

[0040] Figure 1 is a flowchart of an electric drive control method for a new energy special vehicle shown in an exemplary embodiment of this application;

[0041] Figure 2 is a schematic diagram of the driving state of a target vehicle shown in an exemplary embodiment of this application;

[0042] Figure 3 is a schematic diagram of kinetic energy recovery shown in an exemplary embodiment of this application;

[0043] Figure 4 is a schematic diagram of kinetic energy recovery shown in another exemplary embodiment of this application;

[0044] Figure 5 is a schematic diagram of kinetic energy recovery shown in yet another exemplary embodiment of this application;

[0045] Figure 6 is a schematic diagram of a target downhill section connecting to an uphill section shown in an exemplary embodiment of this application;

[0046] Figure 7 is a block diagram of the electric drive control system of a new energy special vehicle shown in an exemplary embodiment of this application. Detailed Embodiments

[0047] The following will describe the embodiments of this application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for explaining this application, rather than for limiting the protection scope of this application.

[0048] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of this application in a schematic manner. Therefore, only the components related to this application are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The types, quantities, and proportions of the components in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0049] In the following description, numerous details are explored 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.

[0050] Please refer to Figure 1 , Figure 1 which is a flowchart of an electric drive control method for a new energy special vehicle shown in an exemplary embodiment of the present application. Referring to Figure 1 it can be seen that the electric drive control method for the new energy special vehicle may include:

[0051] Step S110, obtaining the current driving information, historical driving information, and historical energy recovery information of the target vehicle.

[0052] Among them, the current driving information includes the current position and the current driving path of the target vehicle; the historical driving information includes the historical vehicle speeds of the target vehicle when driving on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery levels corresponding to each downhill section.

[0053] In an embodiment of the present application, the vehicle-mounted computer of the target vehicle can obtain the current driving information and historical driving information of the target vehicle. Both the current driving information and the historical driving information may include the vehicle speed of the target vehicle and the position of the target vehicle in the driving path. The historical energy recovery information can be stored in the vehicle-mounted computer of the target vehicle, and the historical energy recovery information can correspond to the downhill section. For example, the kinetic energy recovery levels corresponding to each downhill section can be pre-stored in the vehicle-mounted computer.

[0054] It should be noted that the method provided by the embodiments 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, during the process of road construction or mining operations, new energy muck trucks may travel back and forth between the top and bottom 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 bottom of the mountain, there may be downhill curves, sections where downhill and uphill are connected, or continuous downhill sections. In this case, if the target vehicle performs energy recovery at a preset kinetic energy recovery level, the vehicle may have too high a speed when turning, and the user may need to actively step on the brake for braking, which will cause the battery of the new energy muck truck to be charged with different charging currents and affect the life of the battery in the new energy muck truck.

[0055] Step S120, determining whether the front of the target vehicle is a downhill section according to the current position and the current driving path.

[0056] In an embodiment of the present application, the in-vehicle computer of the target vehicle can determine whether the target vehicle is on a downhill section based on the vehicle position and driving route in the current driving information. The downhill section closest to the front of the target vehicle's driving direction 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 continuously operates according to the kinetic energy recovery level, and can convert gravitational potential energy into electrical energy. When the vehicle is driving historically, devices such as gyroscopes can be used to record the slope of the current driving route.

[0057] It should be noted that the driving route of new energy special vehicles is generally a fixed route. For example, for new energy muck trucks, their driving routes during work are generally fixed between the top and bottom of the mountain. Especially for downhill roads, it involves frequently turning on and / or adjusting the kinetic energy recovery level. Therefore, the new energy special vehicle electric drive control method provided in the embodiments of the present application can be used to adjust the kinetic energy recovery level when the new energy special vehicle is driving, so that when the new energy special vehicle is driving, the number of braking times can be reduced, and the battery of the new energy special vehicle can be charged with a stable charging current at the selected kinetic energy recovery level, avoiding the impact of frequent changes in the charging current on the battery, and achieving the effect of improving the battery life.

[0058] Exemplarily, after determining the driving route of the target vehicle, the in-vehicle computer of the target vehicle can mark characteristic sections such as downhill sections and uphill sections on the driving route of the target vehicle. The specific marking content can include the start position, end position, maximum downhill speed, and maximum uphill speed of the characteristic section. The in-vehicle computer of the target vehicle can determine whether the front of the target vehicle's driving direction is a downhill section based on the current position of the target vehicle and the markings of each characteristic section. When the distance between the current position of the target vehicle and the start position of the downhill section is less than or equal to a preset distance, it can be determined that the front of the target vehicle's driving direction is a downhill section, and the preset distance can be determined by designers based on historical experience.

[0059] Step S130, when the front of the target vehicle's driving direction is a downhill section, determine the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section.

[0060] Wherein, the target downhill section is the downhill section closest to the front of the current driving direction of the target vehicle.

[0061] In an embodiment of the present application, the in-vehicle computer of the target vehicle may determine the current kinetic energy recovery level according to historical driving information and historical energy recovery information. The historical driving information may characterize the driving habits of the user. The in-vehicle computer of the target vehicle may dynamically adjust the current kinetic energy recovery level according to 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, thereby improving the user experience.

[0062] In one embodiment, the process of determining the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section in step S130 may include step S131 and step S133.

[0063] Step S131, when the target downhill section is a downhill curve, determine the adjustment section for the target vehicle to perform kinetic energy recovery in the target downhill section according to the historical driving information.

[0064] Wherein, the adjustment section is the section between the starting position and the control position of the target downhill section, and the control position is the position with the maximum curve curvature of the target downhill section.

[0065] In an embodiment of the present application, the in-vehicle computer of the target vehicle may determine the adjustment section for the target vehicle to perform kinetic energy recovery in the target downhill section according to the historical driving information.

[0066] Exemplarily, please refer to Figure 2 , which is a schematic diagram of the driving state of the target vehicle shown in an exemplary embodiment of the present application. Wherein, 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 dashed line represents the adjustment section between the starting position and the control position of the target downhill section in the downhill section. Both the starting position and the control position of the target downhill section may correspond to the driving mileage of the target vehicle in the driving path in the historical driving information.

[0067] Step S132, if it is determined according to the historical driving information that there is a braking operation when the target vehicle was driving in the adjustment section last time, determine the current kinetic energy recovery level according to the previous kinetic energy recovery level.

[0068] In an embodiment of the present application, if it is determined according to the historical driving information that there is a braking operation when the target vehicle was driving in the adjustment section last time, the in-vehicle computer of the target vehicle may determine the current kinetic energy recovery level according to the previous kinetic energy recovery level.

[0069] In one embodiment, determining the current kinetic energy recovery level based on the previous kinetic energy recovery level may include: among a preset plurality of kinetic energy recovery levels, determining at least one selectable kinetic energy recovery level whose kinetic energy recovery intensity is greater than the previous kinetic energy recovery intensity, and determining the selectable kinetic energy recovery level with the minimum kinetic energy recovery intensity as the current kinetic energy recovery level.

[0070] Exemplarily, please refer to Figure 3 , which is a kinetic energy recovery schematic diagram shown in an exemplary embodiment of the present application. Among them, the horizontal axis represents the driving 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 first drives on the target downhill section, B0 represents the braking operation of the target vehicle when it first drives on the target downhill section, D1 can represent the speed curve of the target vehicle when it second drives on the target downhill section, B1 can represent the braking operation of the target vehicle when it second drives on the target downhill section, L0 represents that the kinetic energy recovery level of the target vehicle when it second drives on the target downhill section is level 0, and at this kinetic energy recovery level, the target vehicle does not perform kinetic energy recovery, and L1 represents that the kinetic energy recovery level of the target vehicle when it second drives on the target downhill section is level 1. When the target vehicle performs kinetic energy recovery at the kinetic energy recovery level of level 1, the user brakes the vehicle at the position of B1, and the target vehicle exits the energy recovery.

[0071] Exemplarily, please refer to Figure 4 , which is a kinetic energy recovery schematic diagram shown in another exemplary embodiment of the present application. Among them, the horizontal axis represents the driving 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 when it second drives on the target downhill section, B1 represents the braking operation of the target vehicle when it second drives on the target downhill section, and D2 represents the speed curve of the target vehicle when it third drives on the target downhill section. 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 at the kinetic energy recovery level of level 1 cannot meet the deceleration requirement of the vehicle going downhill. When driving on the target downhill section for the third time, the kinetic energy recovery level can be increased.

[0072] Step S133, if it is determined according to the historical driving information that when the target vehicle previously drove on the adjustment section and the historical vehicle speed reached the minimum vehicle speed before reaching the control position, then determine the previous kinetic energy recovery level as the current kinetic energy recovery level and adjust the start position of the current kinetic energy recovery level.

[0073] In an embodiment of the present application, if it is determined according to historical driving information that the target vehicle was driving on an adjustment section during the previous drive and the historical vehicle speed reached the minimum vehicle speed before reaching the control position, which indicates that the speed decreased too quickly when recovering energy at the previous kinetic energy recovery level, the vehicle-mounted computer of the target vehicle may determine the previous kinetic energy recovery level as the current kinetic energy recovery level and adjust the start position of the current kinetic energy recovery level. The start position indicates the driving position where the target vehicle starts to recover kinetic energy when driving on the target downhill section.

[0074] In one embodiment, determining the previous kinetic energy recovery level as the current kinetic energy recovery level and adjusting the start position of the kinetic energy recovery level may include: determining a difference distance according to historical driving information, where the difference distance is the distance between the position where the historical vehicle speed reaches the minimum vehicle speed and the control position; determining the start position of the current kinetic energy recovery level according to the start position of the previous kinetic energy recovery level and the difference distance in the historical driving information. The sum of the start position of the previous kinetic energy recovery level and the difference distance may be determined as the start position of the current kinetic energy recovery level; alternatively, the sum of the previous kinetic energy recovery level and the start position and half of the difference distance may be determined as the start position of the current kinetic energy recovery level. The specific implementation of determining the start position of the current kinetic energy recovery level according to the start position of the previous kinetic energy recovery level and the difference distance in the historical driving information may be determined by the operator according to relevant historical data.

[0075] In one embodiment, step S130 of determining the composition of the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section may include step S134 and step S135.

[0076] 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 vehicle speed, historical vehicle speed peak-to-valley value, and historical position corresponding to each historical vehicle speed of the target vehicle when driving through the target downhill section according to historical driving information.

[0077] In an embodiment of the present application, the vehicle-mounted computer of the target vehicle may determine the historical average vehicle speed, historical vehicle speed peak-to-valley value, and historical position corresponding to each historical vehicle speed of the target vehicle when driving through the target downhill section according to historical driving information. The historical driving information includes the historical vehicle speed corresponding to each position of the target vehicle on the driving path.

[0078] Step S135, determine the current kinetic energy recovery level and the start position according to the historical average vehicle speed, historical vehicle speed peak-to-valley value, and historical position corresponding to each historical vehicle speed.

[0079] In one embodiment of the present application, the in-vehicle computer of the target vehicle can determine the current kinetic energy recovery level and the starting position based on the historical average vehicle speed, the historical peak and valley values of the vehicle speed, and the historical positions corresponding to each historical vehicle speed.

[0080] Exemplarily, based on the historical positions corresponding to the historical vehicle speeds, the number of times the historical vehicle speed reaches peak and valley values in each downhill section can be determined. If the number of times is large, a relatively high kinetic energy recovery intensity can be used for kinetic energy recovery; if the number of times is small, a relatively low kinetic energy recovery intensity can be used for kinetic energy recovery. The slope of the downhill section can also be considered to determine the kinetic energy recovery level. The current kinetic energy recovery level and the starting position are determined so that the target vehicle passes through the target downhill section at the historical average vehicle speed.

[0081] Exemplarily, please refer to Figure 5 , which is a schematic diagram of kinetic energy recovery shown in another exemplary embodiment of the present application. Among them, the abscissa represents the driving mileage, with the unit of meter; the left ordinate represents the vehicle speed, with the unit of km / h; the right ordinate represents the altitude, with the unit of meter; D11 represents the speed curve of the target vehicle during the previous driving on the target downhill section, B11 represents the first braking operation of the target vehicle during the previous driving on the target downhill section, B12 represents the second braking operation of the target vehicle during the previous driving on the target downhill section, B13 represents the third braking operation of the target vehicle during the previous driving on the target downhill section, E1 represents the altitude change curve of the target vehicle during the current driving on the target downhill section, L2 represents that the kinetic energy recovery level is level 2 in the corresponding altitude interval, L0 represents that the function recovery level is level 0 in the corresponding altitude interval, and D12 represents the speed curve of the target vehicle during the current driving on the target downhill section.

[0082] It should be noted that steps S134 and S135 can be applied to the situation where the target downhill section is two consecutive downhill sections, and the slope of the section between the two consecutive downhill sections is less than the preset slope. The two consecutive downhill sections can be such that the interval between the two downhill sections is less than the preset interval distance. 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 positive, and the slope of the interval section between the two consecutive downhill sections can be positive.

[0083] In one embodiment, determining the current kinetic energy recovery level based on 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 an uphill section, determining the current kinetic energy recovery level based on the speed limit of the uphill section, the historical driving information, and the historical energy recovery information, so that the vehicle speed of the target vehicle when reaching the bottom of the target downhill section is the speed limit of the uphill section.

[0084] Exemplarily, please refer toFigure 6 , which is a schematic diagram showing the connection between a target downhill section and an uphill section shown in an exemplary embodiment of the present application. An operator can preset the speed limit value of the uphill section, which can be used to limit the vehicle to climb the slope at an appropriate speed and avoid rollover caused by too fast uphill speed.

[0085] Exemplarily, based on data such as the current vehicle speed (starting speed of the downhill section), the speed limit value of the uphill section (target speed at the end of the downhill section), the downhill slope inclination angle, the downhill length, the total vehicle weight, the air resistance coefficient, the frontal area, the rolling resistance coefficient, and the gravitational acceleration, the demand for downhill braking force can be estimated, and the corresponding kinetic energy recovery level can be determined, so that the vehicle speed can reach the speed limit value of the uphill section when the vehicle reaches the bottom of the target downhill section.

[0086] Figure 7 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. As Figure 7 shown, the exemplary electric drive control system 700 for a new energy special vehicle includes:

[0087] A data acquisition module 710, configured 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 vehicle speeds when the target vehicle travels on each downhill section of the current driving path; the historical energy recovery information includes the historical kinetic energy recovery levels corresponding to each downhill section.

[0088] A judgment module 720, configured to determine whether there is a downhill section ahead of the target vehicle according to the current position and the current driving path.

[0089] An energy level determination module 730, configured to determine the current kinetic energy recovery level according to the historical kinetic energy recovery level and historical vehicle speed corresponding to the target downhill section when there is a downhill section ahead of the target vehicle, and the target downhill section is the downhill section closest to the front in the current driving direction of the target vehicle.

[0090] In an embodiment of the present application, the energy level determination module includes:

[0091] A section determination unit, configured to determine the adjustment section for the target vehicle to perform kinetic energy recovery on the target downhill section according to the historical driving information when the target downhill section is a downhill curve; the adjustment section is the section between the starting position and the control position of the target downhill section, and the control position is the position with the largest curve curvature of the target downhill section;

[0092] A first energy level determination unit, configured to determine the current kinetic energy recovery level according to the previous kinetic energy recovery level if it is determined according to the historical driving information that there is a braking operation when the target vehicle previously traveled on the adjustment section.

[0093] A second energy level determination unit, configured to, if it is determined according to historical driving information that the target vehicle was driving on an adjustment section during the previous drive and the historical vehicle speed reached the minimum vehicle speed before reaching the control position, determine the previous kinetic energy recovery level as the current kinetic energy recovery level and adjust the start position of the current kinetic energy recovery level.

[0094] In an embodiment of the present application, the first energy level determination unit is further configured to:

[0095] Among a plurality of preset kinetic energy recovery levels, determine at least one selectable kinetic energy recovery level whose kinetic energy recovery intensity is greater than the previous kinetic energy recovery intensity, and determine the selectable kinetic energy recovery level with the minimum kinetic energy recovery intensity as the current kinetic energy recovery level.

[0096] In an embodiment of the present application, the second energy level determination unit is further configured to:

[0097] According to the historical driving information, determine the difference distance, where the difference distance is the distance between the position where the historical vehicle speed reached the minimum vehicle speed and the control position when the target vehicle was driving on the target section during the previous drive;

[0098] According to the start position of the previous kinetic energy recovery level and the difference distance in the historical driving information, determine the start position of the current kinetic energy recovery level.

[0099] It should be noted that the new energy special vehicle electric drive control system provided in the above embodiment and the new energy special vehicle electric drive control method provided in the above embodiment belong to the same concept. The specific manners in which each module and unit perform operations have been described in detail in the method embodiment and will not be elaborated here. In practical applications, the new energy special vehicle electric drive control system provided in the above embodiment can, as needed, allocate the above functions to different functional modules, that is, divide the internal structure of the system into different functional modules to complete all or part of the functions described above. This is not limited here either.

[0100] An embodiment of the present application further provides an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, enabling the electronic device to implement the new energy special vehicle electric drive control method provided in each of the above embodiments.

[0101] Another aspect of the present application also 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 is enabled to execute the new energy special vehicle electric drive control method 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 alone without being assembled into the electronic device.

[0102] Another aspect of the present application also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the new energy special vehicle electric drive control method provided in each of the above embodiments.

[0103] In the embodiments of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. The terms "comprising" and "including" mentioned throughout the specification and claims are open-ended terms and should be construed as "including but not limited to".

[0104] The above embodiments are only used to exemplarily illustrate the principles and effects of the present application, rather than to limit the present application. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present application should 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 the target vehicle is traveling on a downhill section ahead, 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, the target downhill section being the downhill section closest to the target vehicle in the current driving direction; 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 the starting position of the target downhill section and the 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.

2. The electric drive control method for new energy special vehicles according to claim 1 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.

3. The electric drive control method for new energy special vehicles according to claim 1 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.

4. 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.

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 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.

6. 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; an energy level determination module, for determining a current kinetic energy recovery energy level according to a historical kinetic energy recovery energy level and a historical vehicle speed corresponding to a target downhill section when the target vehicle is traveling ahead of a downhill section, wherein the target downhill section is the downhill section closest to the target vehicle in the current driving direction; 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.

7. The electric drive control system for new energy special vehicles according to claim 6 is 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.

8. The electric drive control system for new energy special vehicles according to claim 6 is 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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