Electric vehicle control method and device, electric vehicle and storage medium

Abstract

The invention discloses an electric vehicle control method and device, an electric vehicle and a storage medium. The method comprises the following steps: determining an actual gradient and an actual inertial parameter of a road where a current vehicle is located; determining an actual ramp parameter of a driving motor according to the actual gradient, and determining a reference driving current according to the actual ramp parameter and the actual inertial parameter; and determining a target driving current by using the actual acceleration deviation and the driving reference current, and driving the current vehicle to accelerate according to the target driving current. According to the technical scheme, the output target driving current can drive the vehicle to accelerate according to the set acceleration curve, self-adjustment of the vehicle during loading and climbing is achieved, the same top speed and acceleration performance can be achieved during single-person, manned and loading climbing or flat road running, and the driving experience and safety of the electric vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle control, and in particular to an electric vehicle control method, an electric vehicle, and a storage medium. Background Art

[0002] With the continuous development of science and technology, the functions of battery vehicles are becoming more and more powerful. Battery vehicles are also called "electric vehicles". They are pure electric vehicles that are powered by batteries and driven by electric motors.

[0003] At present, most of the existing electric vehicles use brushless or gearless motors, and the controller supports the electronic brake function of EBS (Electronic Brake Systems) during braking. The motor recovers energy to charge the battery while braking.

[0004] However, in actual use, electric vehicles often lack the power to carry heavy objects or people uphill, and they need to switch gears manually. However, switching to high-speed gears may cause problems such as excessive speed and overshoot. Electric vehicles cannot adapt well to the difference in load and the actual undulating slope conditions, which affects the user experience. Summary of the invention

[0005] The present invention provides an electric vehicle control method, an electric vehicle, and a storage medium to solve the problem of poor user experience caused by poor speed control of the electric vehicle.

[0006] In a first aspect, the present invention provides an electric vehicle control method, comprising:

[0007] Determine the actual slope and actual inertia parameter of the road on which the current vehicle is located, wherein the actual inertia parameter is used to characterize the influence of the total weight of the current vehicle on the inertia of the current vehicle, and the total weight includes the own weight of the current vehicle and the load weight when loaded;

[0008] Determining an actual ramp parameter of the drive motor according to the actual slope, and determining a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road;

[0009] The target driving current is determined by using the actual acceleration deviation and the driving reference current, and the current vehicle is driven to accelerate according to the target driving current, wherein the actual acceleration deviation is the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration.

[0010] In a second aspect, the present invention provides an electric vehicle control device, comprising:

[0011] A slope determination module is used to determine the actual slope of the road on which the vehicle is currently located;

[0012] An inertia determination module, used to determine actual inertia parameters of the current vehicle, wherein the actual inertia parameters are used to characterize the influence of the total weight of the current vehicle on the inertia of the current vehicle, wherein the total weight includes the own weight of the current vehicle and the load weight when loaded;

[0013] a reference current determination module, configured to determine an actual ramp parameter of the drive motor according to the actual slope, and to determine a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road;

[0014] The vehicle driving module is used to determine the target driving current by using the actual acceleration deviation and the driving reference current, and drive the current vehicle to accelerate according to the target driving current, wherein the actual acceleration deviation is the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration.

[0015] In a third aspect, the present invention provides an electric vehicle, the electric vehicle comprising:

[0016] at least one processor;

[0017] and a memory communicatively coupled to the at least one processor;

[0018] The memory stores a computer program that can be executed by at least one processor, and the computer program is executed by at least one processor so that the at least one processor can execute the electric vehicle control method of the first aspect mentioned above.

[0019] In a fourth aspect, the present invention provides a computer-readable storage medium storing computer instructions, which are used to enable a processor to implement the electric vehicle control method of the first aspect when executed.

[0020] By adopting the above technical solution, the actual load and road slope of the electric vehicle are detected. According to the inertia parameters and ramp parameters under the actual road conditions and actual load, the reference current of the vehicle's drive motor can be accurately determined. Combined with the actual acceleration deviation, the output target drive current can drive the vehicle to accelerate according to the set acceleration curve, realizing self-adjustment of the vehicle when loaded and climbing, and being able to have the same top speed and acceleration performance when climbing a slope or on a flat road with a single person, a passenger, or a load, thereby improving the driving experience and safety of the electric vehicle.

[0021] It should be understood that the content described in this section is not intended to identify the key or important features of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 is a flow chart of an electric vehicle control method provided according to Embodiment 1 of the present invention;

[0024] Figure 2 is a flow chart of an electric vehicle control method provided according to Embodiment 2 of the present invention;

[0025] Figure 3 is a schematic structural diagram of an electric vehicle control device provided according to Embodiment 3 of the present invention;

[0026] Figure 4 It is a structural schematic diagram of an electric vehicle provided according to Embodiment 4 of the present invention. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In the description of the present invention, unless otherwise specified, "multiple" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the objects associated before and after are an "or" relationship. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0029] Embodiment 1

[0030] Figure 1 A flowchart of an electric vehicle control method is provided for embodiment 1 of the present invention. This embodiment is applicable to the case of controlling an electric vehicle. The method can be executed by an electric vehicle control device. The electric vehicle control device can be implemented in the form of hardware and / or software. The electric vehicle control device can be configured in an electric vehicle. The electric vehicle can be composed of two or more physical entities.

[0031] like Figure 1 As shown, the electric vehicle control method provided by the first embodiment of the present invention specifically includes the following steps:

[0032] S101. Determine an actual slope and an actual inertia parameter of a road on which a current vehicle is located, wherein the actual inertia parameter is used to characterize the influence of a total weight of the current vehicle on the inertia of the current vehicle, and the total weight includes the own weight of the current vehicle and the load weight when loaded.

[0033] In this embodiment, the FOC (Field Oriented Control) MCU in the electric vehicle can determine the actual slope of the road on which the current vehicle is located based on the value collected by the acceleration sensor. The inertia of the current electric vehicle is usually related to its own weight. Generally, the greater the weight, the greater the inertia. The first preset method, such as a preset inertia change algorithm or a preset inertia change model, can be used to estimate the influence of the total weight of the current vehicle on the inertia of the vehicle under the preset standard conditions according to the total weight of the current vehicle. The influence is the actual inertia parameter. Among them, the preset standard conditions include a preset standard total weight and a preset standard road.

[0034] S102. Determine an actual ramp parameter of the drive motor according to the actual slope, and determine a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road.

[0035] In this embodiment, a second preset method, such as a preset current change algorithm or a preset current change model, can be used to estimate the influence of the actual slope on the current of the drive motor of the current vehicle compared with the preset standard road according to the actual slope of the road where the current vehicle is located. The greater the actual slope, the greater the influence on the current of the drive motor of the current vehicle, and the corresponding influence can be greater. The preset standard road can be a road with a preset slope. According to the size of the actual ramp parameters and the actual inertia parameters, the preset current (such as the drive motor current corresponding to the moderate acceleration of a single person riding on a flat road) can be appropriately increased or reduced to obtain a reference drive current. For example, when the actual ramp parameters and the actual inertia parameters are large, the reference drive current can be obtained by weighting the preset current. Among them, the weighted value can be determined according to the actual ramp parameters and the actual inertia parameters, such as obtained by calculating the actual ramp parameters and the actual inertia parameters.

[0036] S103, using the actual acceleration deviation and the driving reference current to determine a target driving current, and driving the current vehicle to accelerate according to the target driving current, wherein the actual acceleration deviation is a deviation between a current actual acceleration of the current vehicle and a preset ideal acceleration.

[0037] In this embodiment, the ideal acceleration of the current vehicle can be determined first, and then the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration, i.e., the actual acceleration deviation, can be determined. The real-time drive current is adjusted according to the actual acceleration deviation, such as by using a preset current adjustment algorithm or a preset current adjustment model, and the real-time drive current is adjusted according to the actual acceleration deviation to obtain a target drive current. The target drive current is the current of the drive motor, and the current can be used to drive the current vehicle to accelerate or accelerate at a suitable acceleration.

[0038] The technical solution of the embodiment of the present invention detects the actual load and road slope of the electric vehicle, and can accurately determine the reference current of the vehicle's drive motor based on the actual road conditions and inertia parameters and ramp parameters under the actual load. Combined with the actual acceleration deviation, the output target drive current can drive the vehicle to accelerate according to the set acceleration curve, thereby achieving self-adjustment of the vehicle when loaded and climbing a slope, and being able to have the same top speed and acceleration performance when climbing a slope or on a flat road with a single person, a passenger, or a load, thereby improving the driving experience and safety of the electric vehicle.

[0039] Optionally, the use of the actual acceleration deviation and the driving reference current to determine the target driving current includes: determining the driving reference current as the driving current initial value; based on the driving current initial value, processing the actual acceleration deviation using the preset PID algorithm to obtain the target driving current.

[0040] Specifically, the specific method of obtaining the target driving current I(t) by using the preset PID algorithm may be:

[0041] I(t)=Kp*e(t)+Ki*∫e(t)dt+Kd*de(t) / dt

[0042] Among them, the driving reference current is the initial current of PID control, e(t) is the actual acceleration deviation, Kd is the differential gain, de(t) / dt represents the rate of change of acceleration error, Kp, Ki and Kd are preset coefficients. By setting reasonable preset coefficients, closed-loop control of acceleration can be achieved.

[0043] Optionally, the method for determining the actual inertia parameters of the current vehicle includes: using the actual slope of the road on which the current vehicle is located to determine a target test actual acceleration from a first preset correspondence relationship, and determining the target test actual acceleration as the slope ideal acceleration, wherein the first preset correspondence relationship includes preset standard roads with different slopes and corresponding test actual accelerations when the current vehicle is driven with a preset flat road drive motor current under a preset standard total weight; determining the current actual acceleration of the current vehicle, and determining the quotient of the slope ideal acceleration and the current actual acceleration as the actual inertia parameter of the current vehicle.

[0044] Specifically, first, the average acceleration measured after a single adult with a preset standard weight riding a vehicle of the same model as the current vehicle on roads with various slopes and starting acceleration from rest under a preset drive current can be predetermined. For example, if the preset drive current is 25A, the preset standard weight is 70kg, the slope is 0, 5, 15, 20, 25 and 30 degrees, etc. Starting from rest, determine the average acceleration within 1 to 2 seconds. Then the linear interpolation method can be used to supplement the average acceleration value of the unmeasured slope. These acceleration values ​​are the actual acceleration of the test, denoted as a1. During the acceleration process of the actual driving of the current vehicle, the acceleration can be driven by a preset drive current first, and then the a1 corresponding to the actual slope is determined according to the actual slope of the road on which the current vehicle is located. This a1 is the actual acceleration of the target test.

[0045] Specifically, the current vehicle speed can be obtained by using the Hall sensor, and the vehicle speed can be differentiated by using the SOC in the current vehicle to obtain the first actual acceleration of the current vehicle. At the same time, the second acceleration value of the slope of the road and the vehicle's driving direction can also be calculated by the acceleration sensor. Usually, the acceleration value response of the acceleration sensor is faster than the speed of calculating the first actual acceleration. Finally, the first acceleration value and the second acceleration value are low-pass filtered to obtain the current actual acceleration a2 of the current vehicle. The actual inertia parameter M of the current vehicle can be expressed as:

[0046] M=a1 / a2

[0047] Where a2 is the current actual acceleration. If the actual slope is 30, the actual inertia parameter of the current vehicle is M corresponding to 30°.

[0048] Optionally, determining the actual ramp parameter of the drive motor according to the actual slope includes: using the actual slope to determine a target test actual current ratio of the drive motor from a second preset corresponding relationship, and determining the test actual current ratio as the actual ramp parameter, wherein the second preset corresponding relationship includes preset standard roads with different slopes and corresponding test actual current ratios when accelerating with a preset standard acceleration under a preset standard total weight, and the test actual current ratio is the ratio of the test actual drive motor current to the preset flat road drive motor current.

[0049] Specifically, first, it is possible to predetermine that a single adult with a preset standard weight riding a vehicle of the same model as the current vehicle on roads with various slopes, after starting acceleration from rest under the preset flat road drive motor current I1, the average acceleration a0 measured is used as the preset standard acceleration. Then, on roads with different slopes, such as 0, 5, 15, 20, 25 and 30 degrees, the acceleration is ensured to be the same as a0 by increasing the drive current, and the actual average current I2 measured is the actual drive motor current tested. The correspondence between the unmeasured slope and I2 can be supplemented by linear interpolation and other methods. The actual current ratio of the test can be expressed as: I2 / I1. If the actual slope is 30, the actual ramp parameter is I2 / I1 corresponding to 30 degrees.

[0050] Optionally, the driving the current vehicle to accelerate according to the target drive current includes: if the target drive current is greater than a preset maximum drive motor current, determining the preset maximum drive motor current as the target drive current. The advantage of such a setting is that it further ensures the safe driving of the vehicle and avoids damage to the motor or controller caused by overspeeding.

[0051] Specifically, the preset maximum drive motor current is the maximum current limit for the drive motor and controller of the current vehicle to operate stably for a long time.

[0052] Optionally, the above method further includes:

[0053] If the vehicle is currently braking, the product of the actual inertia parameter and the preset brake standard current is determined as the brake current; the current vehicle is decelerated according to the brake current. The advantage of this setting is that it takes into account the impact of vehicle load on vehicle inertia and vehicle control, and by determining the brake current using the product of the actual inertia parameter and the preset brake standard current, the vehicle can perform braking actions according to the set EBS braking force, thereby improving the user experience.

[0054] Specifically, if the current vehicle determines that the user wants to brake to slow down, such as through a signal sent by a mechanical brake device, the product of the actual inertia parameter and the preset brake standard current can be determined as the brake current, and then the brake current is used to control the current vehicle to decelerate.

[0055] Embodiment 2

[0056] Figure 2 This is a flow chart of an electric vehicle control method provided in the second embodiment of the present invention. The technical solution of the embodiment of the present invention is further optimized on the basis of the above-mentioned optional technical solutions, and a specific method for controlling the electric vehicle is given.

[0057] Optionally, before determining the reference drive current according to the actual ramp parameter and the actual inertia parameter, it also includes: if the actual inertia parameter is less than or equal to a first preset threshold, the actual inertia parameter is updated to the first preset threshold; if the actual inertia parameter is greater than a second preset threshold, the actual inertia parameter is updated to the second preset threshold, wherein the second preset threshold is greater than the first preset threshold, and the second preset threshold is the ratio of the preset maximum drive motor current to the preset flat road drive motor current; wherein, determining the reference drive current according to the actual ramp parameter and the actual inertia parameter includes: when the actual slope is greater than the preset slope, the product of the preset flat road drive motor current, the actual ramp parameter and the actual inertia parameter is determined as the reference drive current. The advantage of such a setting is that when the vehicle is on a ramp, by adjusting the reference drive current according to the load and slope, the vehicle speed is reasonably controlled, so that the acceleration is not affected by the change of load and slope, and the same acceleration force can be maintained under different slopes and loads.

[0058] Optionally, the above method further includes: when the actual slope is less than or equal to the preset slope, determining the product of the preset flat road drive motor current and the actual inertia parameter as the reference drive current. The advantage of such a setting is that when the vehicle is on a flat road with load, by adjusting the reference drive current according to the load, reasonable control of the vehicle speed is achieved, so that acceleration is not affected by load changes, and the same acceleration force can be maintained under different load conditions.

[0059] Optionally, the above method further includes: determining the target maximum acceleration from a third preset corresponding relationship according to the actual slope, wherein the third preset corresponding relationship includes the maximum acceleration corresponding to the current vehicle in preset standard roads of different slopes in an empty vehicle state; if the current actual acceleration corresponding to the target drive current is greater than the target maximum acceleration, the target drive current is reduced to a preset safety value to achieve safe driving of the current vehicle. The advantage of such a setting is that by determining the magnitude relationship between the current actual acceleration and the target maximum acceleration, a runaway accident caused by an accidental touch can be avoided.

[0060] like Figure 2 As shown, a control method for an electric vehicle provided by Embodiment 2 of the present invention specifically includes the following steps:

[0061] S201. Determine the actual slope and actual inertia parameters of the road on which the vehicle is currently located.

[0062] S202: Determine a target test actual current ratio of the drive motor from a second preset corresponding relationship using the actual slope, and determine the test actual current ratio as an actual ramp parameter.

[0063] Among them, the second preset corresponding relationship includes preset standard roads of different slopes and corresponding test actual current ratios when accelerating with a preset standard acceleration under a preset standard total weight, and the test actual current ratio is the ratio of the test actual drive motor current to the preset flat road drive motor current.

[0064] S203: If the actual inertia parameter is less than or equal to a first preset threshold, update the actual inertia parameter to the first preset threshold; if the actual inertia parameter is greater than a second preset threshold, update the actual inertia parameter to the second preset threshold.

[0065] Among them, the second preset threshold is greater than the first preset threshold, and the second preset threshold is the ratio of the preset maximum drive motor current to the preset flat road drive motor current.

[0066] Exemplarily, if the first preset threshold is 1, and the second preset threshold is the quotient of the preset maximum drive motor current and the preset flat road drive motor current, then if the actual inertia parameter M is less than or equal to 1, 1 is determined as M. If the actual inertia parameter M is greater than the quotient, the quotient may be determined as M.

[0067] S204. When the actual slope is greater than the preset slope, the product of the preset level road drive motor current, the actual ramp parameter and the actual inertia parameter is determined as the reference drive current; when the actual slope is less than or equal to the preset slope, the product of the preset level road drive motor current and the actual inertia parameter is determined as the reference drive current.

[0068] For example, if the preset slope is 5 degrees, when the actual slope is greater than 5 degrees (i.e., when the vehicle is currently driving on a ramp), the reference drive current = preset flat road drive motor current * actual ramp parameter * actual inertia parameter. When the actual slope is less than or equal to 5 degrees, the reference drive current = preset flat road drive motor current * actual inertia parameter. The preset slope may be the slope corresponding to the ramp.

[0069] S205: Determine the driving reference current as the driving current initial value.

[0070] S206. Based on the initial value of the driving current, the actual acceleration deviation is processed using the preset PID algorithm to obtain a target driving current, and the current vehicle is driven to accelerate according to the target driving current.

[0071] S207. Determine a target maximum acceleration from a third preset corresponding relationship according to the actual slope; if the current actual acceleration corresponding to the target drive current is greater than the target maximum acceleration, reduce the target drive current to a preset safety value to achieve safe driving of the current vehicle.

[0072] The third preset corresponding relationship includes the maximum acceleration corresponding to the current vehicle on preset standard roads with different slopes in an empty vehicle state.

[0073] Specifically, the maximum acceleration corresponding to the current vehicle in the empty vehicle state on the preset standard roads with different slopes, that is, the third preset corresponding relationship, can be predetermined, and then the target maximum acceleration corresponding to the actual slope is determined from the third preset corresponding relationship.

[0074] Specifically, if the current actual acceleration is greater than the target maximum acceleration, it means that runaway or explosive acceleration may occur at present, so the target driving current can be reduced to a preset safety value to reduce the current vehicle speed and achieve safe driving of the vehicle.

[0075] S208. If the vehicle is currently braking, the product of the actual inertia parameter and the preset braking standard current is determined as the braking current; and the vehicle is controlled to decelerate according to the braking current.

[0076] The electric vehicle control method provided by the embodiment of the present invention achieves reasonable control of the vehicle speed by adjusting the reference drive current according to the load or the load and the slope when the vehicle is on a slope and / or loaded, so that braking and acceleration are not affected by changes in the load and / or the slope, and the same braking or acceleration force can be maintained under different slopes and loads. By determining the relationship between the current actual acceleration and the target maximum acceleration, the vehicle is prevented from running away due to accidental touch, and the acceleration and top speed are reasonably controlled, while taking into account the load climbing ability, thereby increasing safety.

[0077] Embodiment 3

[0078] Figure 3 This is a schematic diagram of the structure of an electric vehicle control device provided by Embodiment 3 of the present invention. Figure 3 As shown, the device includes: a slope determination module 301, an inertia determination module 302, a reference current determination module 303 and a vehicle driving module 304, wherein:

[0079] A slope determination module is used to determine the actual slope of the road on which the vehicle is currently located;

[0080] An inertia determination module, used to determine actual inertia parameters of the current vehicle, wherein the actual inertia parameters are used to characterize the influence of the total weight of the current vehicle on the inertia of the current vehicle, wherein the total weight includes the own weight of the current vehicle and the load weight when loaded;

[0081] a reference current determination module, configured to determine an actual ramp parameter of the drive motor according to the actual slope, and to determine a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road;

[0082] The vehicle driving module is used to determine the target driving current by using the actual acceleration deviation and the driving reference current, and drive the current vehicle to accelerate according to the target driving current, wherein the actual acceleration deviation is the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration.

[0083] The electric vehicle control device provided in the embodiment of the present invention detects the actual load and road slope of the electric vehicle, and can accurately determine the reference current of the vehicle's drive motor according to the actual road conditions and inertia parameters and ramp parameters under the actual load. Combined with the actual acceleration deviation, the output target drive current can drive the vehicle to accelerate according to the set acceleration curve, thereby achieving self-adjustment of the vehicle when loaded and climbing a slope, and being able to have the same top speed and acceleration performance when climbing a slope or on a flat road with a single person, a passenger, or a load, thereby improving the driving experience and safety of the electric vehicle.

[0084] Optionally, the vehicle drive module includes:

[0085] The current initial value determination unit is used to determine the driving reference current as the driving current initial value;

[0086] The target driving current determining unit is used to process the actual acceleration deviation based on the initial driving current value by using the preset PID algorithm to obtain the target driving current.

[0087] Optionally, the method for determining the actual inertia parameters of the current vehicle includes: using the actual slope of the road on which the current vehicle is located to determine a target test actual acceleration from a first preset correspondence relationship, and determining the target test actual acceleration as the slope ideal acceleration, wherein the first preset correspondence relationship includes preset standard roads with different slopes and corresponding test actual accelerations when the current vehicle is driven with a preset flat road drive motor current under a preset standard total weight; determining the current actual acceleration of the current vehicle, and determining the quotient of the slope ideal acceleration and the current actual acceleration as the actual inertia parameter of the current vehicle.

[0088] Optionally, the reference current determination module includes:

[0089] The actual ramp parameter determination unit is used to determine the target test actual current ratio of the drive motor from a second preset corresponding relationship using the actual slope, and determine the test actual current ratio as the actual ramp parameter, wherein the second preset corresponding relationship includes preset standard roads with different slopes and corresponding test actual current ratios when accelerating with a preset standard acceleration under a preset standard total weight, and the test actual current ratio is the ratio of the test actual drive motor current to the preset flat road drive motor current.

[0090] Optionally, the device further comprises:

[0091] a first updating module, configured to update the actual inertia parameter to the first preset threshold value if the actual inertia parameter is less than or equal to the first preset threshold value before determining the reference driving current according to the actual ramp parameter and the actual inertia parameter;

[0092] The second updating module is used to update the actual inertia parameter to the second preset threshold if the actual inertia parameter is greater than the second preset threshold, wherein the second preset threshold is greater than the first preset threshold, and the second preset threshold is the ratio of the preset maximum drive motor current to the preset flat road drive motor current.

[0093] Optionally, the reference current determination module includes:

[0094] The first current determination unit is used to determine the product of the preset flat road driving motor current, the actual ramp parameter and the actual inertia parameter as the reference driving current when the actual slope is greater than the preset slope.

[0095] Optionally, the ramp and reference current determination module further includes:

[0096] The second current determination unit is used to determine the product of the preset flat road driving motor current and the actual inertia parameter as the reference driving current when the actual slope is less than or equal to the preset slope.

[0097] Optionally, the device further comprises:

[0098] The target acceleration determination module is used to determine the target maximum acceleration from a third preset corresponding relationship according to the actual slope, wherein the third preset corresponding relationship includes the maximum acceleration corresponding to the current vehicle in preset standard roads with different slopes in an empty vehicle state;

[0099] The driving module is used to reduce the target driving current to a preset safety value if the current actual acceleration corresponding to the target driving current is greater than the target maximum acceleration, so as to achieve safe driving of the current vehicle.

[0100] Optionally, the device further comprises:

[0101] The brake current determination module is used to determine the brake current by multiplying the actual inertia parameter by a preset brake standard current if the vehicle is currently braking;

[0102] The deceleration module is used to control the current vehicle deceleration according to the braking current.

[0103] The electric vehicle control device provided in the embodiment of the present invention can execute the electric vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0104] Embodiment 4

[0105] Figure 4The schematic diagram of the structure of an electric vehicle 40 that can be used to implement an embodiment of the present invention is shown. A suitable MCU can be arranged in the electric vehicle. The components shown herein, their connections and relationships, and their functions are only for example, and are not intended to limit the implementation of the present invention described and / or required herein.

[0106] like Figure 4 As shown, the electric vehicle 40 may include at least one processor 41, and a memory connected to the at least one processor 41, such as a read-only memory (ROM) 42, a random access memory (RAM) 43, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 41 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 42 or the computer program loaded from the storage unit 48 to the random access memory (RAM) 43. In the RAM 43, various programs and data required for the operation of the electric vehicle 40 can also be stored. The processor 41, the ROM 42, and the RAM 43 are connected to each other through a bus 44. An input / output (I / O) interface 45 is also connected to the bus 44.

[0107] A number of components in the electric vehicle 40 are connected to the I / O interface 45, including: an input unit 46; an output unit 47, such as various types of displays, speakers, etc.; a storage unit 48; and a communication unit 49, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 49 allows the electric vehicle 40 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0108] The processor 41 may be a variety of general and / or dedicated processing components with processing and computing capabilities. Some examples of the processor 41 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 41 executes the various methods and processes described above, such as an electric vehicle control method.

[0109] In some embodiments, the electric vehicle control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 48. In some embodiments, part or all of the computer program may be loaded and / or installed on the electric vehicle 40 via the ROM 42 and / or the communication unit 49. When the computer program is loaded into the RAM 43 and executed by the processor 41, one or more steps of the electric vehicle control method described above may be performed. Alternatively, in other embodiments, the processor 41 may be configured to execute the electric vehicle control method in any other appropriate manner (e.g., by means of firmware).

[0110] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0111] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0112] The computer device provided above can be used to execute the electric vehicle control method provided in any of the above embodiments, and has corresponding functions and beneficial effects.

[0113] Embodiment 5

[0114] In the context of the present invention, a computer-readable storage medium may be a tangible medium, wherein the computer-executable instructions, when executed by a computer processor, are used to perform an electric vehicle control method, the method comprising:

[0115] Determine the actual slope and actual inertia parameter of the road on which the current vehicle is located, wherein the actual inertia parameter is used to characterize the influence of the total weight of the current vehicle on the inertia of the current vehicle, and the total weight includes the own weight of the current vehicle and the load weight when loaded;

[0116] Determining an actual ramp parameter of the drive motor according to the actual slope, and determining a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road;

[0117] The target driving current is determined by using the actual acceleration deviation and the driving reference current, and the current vehicle is driven to accelerate according to the target driving current, wherein the actual acceleration deviation is the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration.

[0118] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by an instruction execution system, device or equipment or used with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0119] The computer device provided above can be used to execute the electric vehicle control method provided in any of the above embodiments, and has corresponding functions and beneficial effects.

[0120] It is worth noting that in the embodiment of the above-mentioned electric vehicle control device, the various units and modules included are only divided according to functional logic, but are not limited to the above-mentioned division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention.

[0121] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A method for controlling an electric vehicle, characterized in that: include: Determine the actual slope and actual inertia parameter of the road on which the current vehicle is located, wherein the actual inertia parameter is used to characterize the influence of the total weight of the current vehicle on the inertia of the current vehicle, and the total weight includes the own weight of the current vehicle and the load weight when loaded; Determining an actual ramp parameter of the drive motor according to the actual slope, and determining a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road; The target driving current is determined by using the actual acceleration deviation and the driving reference current, and the current vehicle is driven to accelerate according to the target driving current, wherein the actual acceleration deviation is the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration.

2. The method according to claim 1, characterized in that The method of determining the target driving current by using the actual acceleration deviation and the driving reference current includes: Determining the driving reference current as the driving current initial value; Based on the initial value of the driving current, the actual deviation of acceleration is processed using the preset PID algorithm to obtain the target driving current.

3. The method according to claim 1, characterized in that The methods for determining the actual inertia parameters of the current vehicle include: Determine the target test actual acceleration from a first preset correspondence using the actual slope of the road on which the current vehicle is located, and determine the target test actual acceleration as the ideal slope acceleration, wherein the first preset correspondence includes preset standard roads of different slopes and corresponding test actual accelerations when the current vehicle is driven by a preset flat road driving motor current under a preset standard gross weight; The current actual acceleration of the current vehicle is determined, and the quotient of the ideal acceleration at the slope and the current actual acceleration is determined as the actual inertia parameter of the current vehicle.

4. The method according to any one of claims 1 to 3, characterized in that The step of determining the actual ramp parameter of the driving motor according to the actual slope comprises: The actual slope is used to determine the target test actual current ratio of the drive motor from a second preset corresponding relationship, and the test actual current ratio is determined as the actual ramp parameter, wherein the second preset corresponding relationship includes preset standard roads with different slopes and corresponding test actual current ratios when accelerating with a preset standard acceleration under a preset standard total weight, and the test actual current ratio is the ratio of the test actual drive motor current to the preset flat road drive motor current.

5. The method according to claim 1, characterized in that Before determining the reference driving current according to the actual ramp parameter and the actual inertia parameter, the method further includes: If the actual inertia parameter is less than or equal to a first preset threshold, updating the actual inertia parameter to the first preset threshold; If the actual inertia parameter is greater than a second preset threshold, the actual inertia parameter is updated to the second preset threshold, wherein the second preset threshold is greater than the first preset threshold, and the second preset threshold is a ratio of a preset maximum drive motor current to a preset flat road drive motor current; Wherein, determining the reference driving current according to the actual ramp parameter and the actual inertia parameter includes: When the actual slope is greater than the preset slope, the product of the preset flat road driving motor current, the actual ramp parameter and the actual inertia parameter is determined as the reference driving current.

6. The method according to claim 5, further comprising: When the actual slope is less than or equal to the preset slope, the product of the preset leveling drive motor current and the actual inertia parameter is determined as a reference drive current.

7. The method according to any one of claims 1 and 5-6, characterized in that: Also includes: Determining a target maximum acceleration from a third preset corresponding relationship according to the actual slope, wherein the third preset corresponding relationship includes the maximum acceleration corresponding to the current vehicle on preset standard roads with different slopes in an empty vehicle state; If the current actual acceleration corresponding to the target driving current is greater than the target maximum acceleration, the target driving current is reduced to a preset safety value to achieve safe driving of the current vehicle.

8. The method according to claim 1, characterized in that: Also includes: If the vehicle is currently braking, the product of the actual inertia parameter and the preset braking standard current is determined as the braking current; The current vehicle deceleration is controlled according to the brake current.

9. An electric vehicle control device, characterized in that: include: A slope determination module is used to determine the actual slope of the road on which the vehicle is currently located; An inertia determination module, used to determine actual inertia parameters of the current vehicle, wherein the actual inertia parameters are used to characterize the influence of the total weight of the current vehicle on the inertia of the current vehicle, wherein the total weight includes the own weight of the current vehicle and the load weight when loaded; a reference current determination module, configured to determine an actual ramp parameter of the drive motor according to the actual slope, and to determine a reference drive current according to the actual ramp parameter and the actual inertia parameter, wherein the actual ramp parameter is used to characterize the influence of the road and the total weight on the current of the drive motor of the current vehicle compared with a preset standard road; The vehicle driving module is used to determine the target driving current by using the actual acceleration deviation and the driving reference current, and drive the current vehicle to accelerate according to the target driving current, wherein the actual acceleration deviation is the deviation between the current actual acceleration of the current vehicle and the preset ideal acceleration.

10. An electric vehicle, characterized in that: The electric vehicle comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the electric vehicle control method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the electric vehicle control method according to any one of claims 1 to 8 when executed.

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