Vehicle control method, control system, device and electric vehicle

Abstract

The present application relates to the technical field of electric bicycle control systems, and more particularly to a vehicle control method, control system, device, and electric vehicle. The method includes an ECU applied to the control system, and the method comprises: obtaining a road state, wherein the road state includes the target type of the road currently located by the target vehicle; determining a control sensitivity adjustment strategy based on the road state, wherein the adjustment strategy is a first adjustment strategy that increases control sensitivity for a first road type, or a second adjustment strategy that decreases control sensitivity for a second road type; wherein the first road type includes an uphill road and the second road type includes a downhill road; the control sensitivity is the change in motor power caused by a unit angle of rotation of the handlebar; and adjusting the control sensitivity based on the adjustment strategy. The solution of the present application can reduce driving difficulty and enhance the user experience.

Description

Technical Field

[0001] The present application relates to the technical field of electric bicycle control systems, and in particular to a vehicle control method, control system, device, and electric vehicle. Background Art

[0002] In today's life, the number of electric bicycles is huge; especially shared electric bicycles, which have gradually become a preferred way for people to travel short distances.

[0003] An electric bicycle is powered by an electric motor; Figure 1 As described above, the sensor arranged at the handlebar can convert the angle of the handlebar's rotation into an angle signal in the form of voltage. The on-board ECU (Electronic Control Unit) collects the angle signal and adjusts the duty cycle of the generated PWM (Pulse Width Modulation) signal according to the angle signal; the PWM signal serves as the control signal of the motor. When the duty cycle of the PWM signal changes, it directly affects the effective voltage of the motor, thereby realizing the adjustment of the motor power, and thus realizing the control of the speed of the electric vehicle.

[0004] Since electric bicycles require greater torque when traveling uphill than on flat roads, when an electric bicycle travels from a flat section to an uphill section, even if the turning angle of the handlebars remains unchanged, its speed will be significantly reduced; and when traveling from a flat section to a downhill section, even if the turning angle of the handlebars remains unchanged, its speed will be significantly increased due to the conversion of potential energy.

[0005] In reality, uphill sections are often connected to downhill sections. In order to maintain a relatively stable driving speed during driving, it is necessary to constantly adjust the turning angle of the handlebars when switching between road types, which makes driving more difficult. Summary of the Invention

[0006] Based on this, it is necessary to provide a vehicle control method, control system, device and electric vehicle that can reduce driving difficulty in response to the above technical problems.

[0007] In a first aspect, the present application provides a vehicle control method, applied to an ECU in a control system, the method comprising:

[0008] Acquire a road state, where the road state includes a target type of a road on which the target vehicle is currently located, where the target type is a first road type or a second road type;

[0009] determining a control sensitivity adjustment strategy based on the road condition, the adjustment strategy being a first adjustment strategy for increasing the control sensitivity for the first road type, or a second adjustment strategy for decreasing the control sensitivity for the second road type; wherein the first road type includes an uphill road, and the second road type includes a downhill road; and the control sensitivity is a change in motor power caused by a unit angle of handlebar rotation;

[0010] The control sensitivity is adjusted based on the adjustment strategy.

[0011] In one embodiment, the road state further includes the length of the road on which the target vehicle is currently located, and the adjustment strategy for determining the control sensitivity based on the road state includes:

[0012] Determining a relationship between the road length and a trigger threshold;

[0013] If the road length is less than or equal to the trigger threshold, the control sensitivity is not adjusted;

[0014] If the road length is greater than the trigger threshold, the adjustment strategy is determined based on the target type.

[0015] In one embodiment, adjusting the control sensitivity based on the adjustment strategy includes:

[0016] generating a first adjustment signal based on the first adjustment strategy, and sending the first adjustment signal to a programmable gain amplifier, wherein the first adjustment signal is used to control the amplification factor of the programmable gain amplifier to increase;

[0017] The angle signal is a voltage signal collected by a sensor provided at the handlebar, representing the rotation angle of the handlebar, and the programmable gain amplifier is used to amplify the angle signal and output it to the ECU, and the ECU controls the duty cycle of the PWM signal output to the motor based on the amplified angle signal; or

[0018] A second adjustment signal is generated based on the second adjustment strategy, and the second adjustment signal is sent to a digital potentiometer, wherein the second adjustment signal is used to control the increase of the equivalent resistance value of the digital potentiometer; wherein the digital potentiometer is connected in series to the power supply circuit of the motor of the target vehicle.

[0019] In one embodiment, obtaining the road status includes:

[0020] Obtaining the driving direction and location information of the target vehicle, and sending a query request to the server based on the driving direction and location information;

[0021] Receive the target type and the road length fed back by the server based on the query request.

[0022] In one embodiment, the posture information includes a vehicle body pitch angle and a vehicle body tilt angle, and sending a query request to a server based on the driving direction and the position information includes:

[0023] When the vehicle body pitch angle and / or the vehicle body tilt angle are within their respective corresponding trigger intervals, a query request is sent to the server based on the driving direction and the position information.

[0024] In one embodiment, the method further comprises:

[0025] When the vehicle body pitch angle and the vehicle body tilt angle are both not located in the corresponding trigger intervals, a reset signal is generated; the reset signal is used to adjust the control sensitivity to an initial state.

[0026] In one embodiment, the method further includes, before adjusting the control sensitivity:

[0027] Selecting target prompt information based on the adjustment strategy;

[0028] Control the prompt device to display the target prompt information.

[0029] In a second aspect, the present application further provides a control system, the system comprising an information acquisition unit, an ECU, an acquisition unit, a programmable gain amplifier, a PWM controller, a motor, and a digital potentiometer, wherein:

[0030] The output end of the information acquisition unit is connected to the input end of the ECU; the output end of the acquisition unit is connected to the input end of the programmable gain amplifier, the output end of the programmable gain amplifier is connected to the input end of the ECU, and the output end of the ECU is connected to the control end of the programmable gain amplifier; the digital potentiometer is connected in series in the power supply circuit of the motor; the output end of the ECU is also connected to the input end of the PWM controller, and the output end of the PWM controller is connected to the control end of the motor;

[0031] The information acquisition unit is configured to acquire a road state and send the acquired road state to the ECU, wherein the road state includes a target type of the road currently located by the target vehicle, and the target type is a first road type or a second road type;

[0032] The programmable gain amplifier is used to control the amplification factor of the programmable gain amplifier. The acquisition unit acquires an angle signal representing the rotation angle of the throttle. The programmable gain amplifier is used to amplify the angle signal and send the amplified angle signal to the ECU.

[0033] The ECU is further configured to adjust a duty cycle of a PWM signal output by the PWM controller to the motor based on the amplified angle signal;

[0034] The ECU is further configured to execute the steps of the vehicle control method described in any one of the first aspects above.

[0035] In a third aspect, the present application further provides a vehicle control device, the device comprising a road state acquisition module, an adjustment strategy determination module, and an adjustment module, wherein:

[0036] The road state acquisition module is used to acquire the road state, wherein the road state includes the target type of the road currently located by the target vehicle, and the target type is the first road type or the second road type;

[0037] the adjustment strategy determination module being configured to determine a control sensitivity adjustment strategy based on the road state, the adjustment strategy being a first adjustment strategy for increasing the control sensitivity for the first road type, or a second adjustment strategy for decreasing the control sensitivity for the second road type; wherein the first road type includes an uphill road and the second road type includes a downhill road; and the control sensitivity being a change in motor power caused by a unit angle of rotation of the handlebar;

[0038] The adjustment module is configured to adjust the control sensitivity based on the adjustment strategy.

[0039] In a fourth aspect, the present application also provides an electric vehicle, which includes a control system as described in the second aspect above; the electric vehicle also includes a memory, the memory stores a computer program, and the ECU in the control system implements the steps of the vehicle control method as described in any one of the first aspects above when executing the computer program.

[0040] In a fifth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method described in any one of the first aspects above.

[0041] The above-mentioned vehicle control method, device, control system, electric vehicle and medium, when determining that the target type is a first road type including an uphill road, generate a first adjustment strategy, and adjust the control sensitivity to increase based on the first adjustment strategy; that is, when the electric vehicle travels on the first road type including an uphill road, the change in the power of the motor caused by the unit angle of the handlebar rotation will increase, thereby providing greater torque to offset the speed attenuation of the electric vehicle when going uphill; thereby, without adjusting the handlebar, the speed of the electric vehicle when going uphill can be made close to the speed before going uphill; and, when determining that the target type is a second road type including a downhill road and a roundabout road, generate a second adjustment strategy, and adjust the control sensitivity to decrease based on the second adjustment strategy, that is, when the electric vehicle travels on a downhill road and / or a roundabout road, the change in the power of the motor caused by the unit angle of the handlebar rotation will decrease, thereby reducing the rate of increase of the vehicle speed without adjusting the handlebar, and avoiding excessive speed when going downhill or passing a roundabout. That is to say, during the driving of the electric vehicle, the user can always fix the handlebar of the electric vehicle at a fixed angle without the need for frequent adjustments, thereby reducing the difficulty of driving and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0043] Figure 1 A schematic diagram of a control system for a motor in the related art;

[0044] Figure 2 A schematic diagram of the structure of a control system in one embodiment;

[0045] Figure 3 A flowchart of the steps of a vehicle control method in one embodiment;

[0046] Figure 4 A logic diagram for adjusting control sensitivity in one embodiment;

[0047] Figure 5 FIG. 4 is a structural block diagram of a vehicle control device in one embodiment. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0049] The vehicle control method provided in the embodiment of the present application can be applied to the control system in an electric vehicle; wherein, the electric vehicle can interact with a cloud server and / or a user terminal for data; for example, a user can authenticate his identity and make an unlocking request to the server through the user terminal, and the server can send the unlocking instruction and other relevant information to the electric vehicle, thereby controlling the vehicle to unlock and power on.

[0050] In an exemplary embodiment, Figure 2 As shown, the control system provided in the present application for electric vehicles includes an information acquisition unit, an ECU (Electronic Control Unit), an acquisition unit, a programmable gain amplifier, a PWM controller, a motor and a digital potentiometer; wherein, the output end of the information acquisition unit is connected to the input end of the ECU; the output end of the acquisition unit is connected to the input end of the programmable gain amplifier, the output end of the programmable gain amplifier is connected to the input end of the ECU, and the output end of the ECU is connected to the control end of the programmable gain amplifier; the digital potentiometer is connected in series in the power supply circuit of the motor; the output end of the ECU is also connected to the input end of the PWM controller, and the output end of the PWM controller is connected to the control end of the motor.

[0051] An information acquisition unit is used to acquire a road state and send it to the ECU. The road state includes the target type of the road currently located by the target vehicle, which is either the first road type or the second road type. A programmable gain amplifier is used to control the amplification factor of the programmable gain amplifier. The acquisition unit acquires an angle signal representing the rotation angle of the handle. The programmable gain amplifier is used to amplify the angle signal and send the amplified angle signal to the ECU. The ECU is also used to adjust the duty cycle of the PWM (Pulse Width Modulation) signal output by the PWM controller to the motor based on the amplified angle signal.

[0052] A digital potentiometer is a variable resistor whose resistance is controlled by a digital signal. It contains multiple resistor units and electronic switches. By inputting a digital code to control the on and off of the electronic switches, different combinations of resistor units can be selected for connection to the circuit to adjust the resistance value. A programmable gain amplifier (PGA) is an amplifier whose gain can be controlled and adjusted using a digital signal.

[0053] Specifically, the information acquisition unit includes, but is not limited to, a wheel speed sensor, a positioning module, a posture sensor, a level sensor, a voltage sensor, a current sensor, and an angle sensor located on the electric vehicle's handlebars. Furthermore, because the information acquisition unit can also obtain relevant information from a server, it also includes a communication module to enable communication between the electric vehicle's ECU and the server. Each module / sensor in the information acquisition unit directly exchanges data with the ECU, with the exception of the angle sensor that detects the rotation angle of the electric vehicle's handlebars, which is connected to the ECU via a programmable gain amplifier.

[0054] Among them, the voltage (angle signal) generated by the angle sensor varies with the rotation angle of the handle. In related technologies, the ECU is configured to adjust the duty cycle of the PWM signal generated by the PWM controller based on the voltage generated by the angle sensor. That is, in related technologies, adjusting the rotation angle of the handle can change the duty cycle of the PWM signal, thereby changing the vehicle speed.

[0055] In an embodiment of the present application, the amplification factor of the programmable gain amplifier can be (0, 3), the voltage (angle signal) generated by the angle sensor can be amplified and then input into the ECU, and the amplification factor of the programmable gain amplifier can be controlled by the ECU. Therefore, when the adjustment relationship between the voltage generated by the angle amplifier and the duty cycle of the PWM signal remains unchanged, the adjustment ratio of the rotation angle to the PWM signal can be achieved only by adjusting the amplification factor of the programmable gain amplifier, thereby achieving adjustment of the control sensitivity.

[0056] In one example, when there is no programmable gain amplifier (PGA) or the PGA has a magnification of 1, the voltage generated by the angle sensor increases by 1V for every 10-degree increase in the throttle rotation angle, and the voltage change of the angle signal received by the ECU also increases by 1V, corresponding to a 10% increase in the duty cycle of the PWM signal. When the PGA has a magnification of 2, the voltage generated by the angle sensor increases by 1V for every 10-degree increase in the throttle rotation angle, and the voltage change of the angle signal received by the ECU also increases by 2V, corresponding to a 20% increase in the duty cycle of the PWM signal.

[0057] Changes in the duty cycle of the PWM signal directly affect the effective voltage across the electric vehicle's motor, thereby changing the motor's power. Therefore, it can be seen that increasing the amplification factor of the programmable gain amplifier can improve the control sensitivity of the electric vehicle.

[0058] Furthermore, the ECU can adjust the equivalent resistance of the digital potentiometer connected in series in the power supply circuit of the motor. When the ECU adjusts the equivalent resistance of the digital potentiometer to increase, the voltage divided by the digital potentiometer increases. When the rotation angle of the handle remains unchanged, the duty cycle of the PWM signal remains unchanged, but the effective voltage across the motor will decrease, thereby reducing the power of the motor. Moreover, even if the rotation angle of the handle is increased, the digital potentiometer will obtain a larger voltage divided due to the increase in the equivalent resistance of the digital potentiometer, thereby reducing the change in the motor power, that is, the control sensitivity of the electric vehicle is reduced.

[0059] The control system disclosed in the above embodiments is applied to electric vehicles, including but not limited to personal electric vehicles and shared electric vehicles. The ECU in the control system is also used to execute a vehicle control method. The specific steps and logic of the vehicle control method are described in more detail in the following embodiments of the vehicle control method. Furthermore, the definitions in the following embodiments of the vehicle control method can also be applied to the definitions of the ECU in the embodiments of this application.

[0060] In an exemplary embodiment, Figure 3 As shown, a vehicle control method is provided, which is executed by an ECU in a control system; wherein the method includes steps 102 to 106, wherein:

[0061] Step 102: Acquire a road state, where the road state includes a target type of the road on which the target vehicle is currently located, where the target type is either a first road type or a second road type.

[0062] For the embodiment of the present application, the target type is the road type of the road on which the target vehicle is currently located; wherein, there are multiple ways to obtain the target type; for example, it can be determined by the current position of the vehicle, and can also be obtained through the posture information of the vehicle, such as determining the road type of the current road by the inclination and elevation angles of the vehicle body. Among them, the target type includes at least three types of classifications, one is a relatively flat road type, that is, the default type; wherein relatively flat means that there are no uphill and downhill types and roundabouts; another is the first road type, the first road type at least includes the uphill type; and there is also a second road type, the second road type at least includes the downhill and roundabout types. Among them, the first road type and the second road type may also include other road types, which can be actually set according to needs. The classification of target types in the embodiment of the present application is not specifically limited.

[0063] Step 104: Determine a control sensitivity adjustment strategy based on the road condition.

[0064] In this embodiment of the present application, the adjustment strategy is a first adjustment strategy that increases control sensitivity for a first road type, or a second adjustment strategy that decreases control sensitivity for a second road type. Control sensitivity is the change in motor power caused by turning the handlebar per unit angle. Specifically, control sensitivity refers to the change in motor power caused by turning the handlebar per unit angle on the same road type. For a default road type, the control sensitivity is adjusted to a default sensitivity based on the default adjustment strategy, where the default sensitivity is between the control sensitivities adjusted based on the first and second adjustment strategies, respectively.

[0065] Step 106: Adjust the control sensitivity based on the adjustment strategy.

[0066] In this embodiment of the present application, when the target type is the first road type, the control sensitivity of the electric vehicle is increased based on the first adjustment strategy; when the target type is the second road type, the control sensitivity of the electric vehicle is decreased based on the second adjustment strategy. When the target type is the default type, the control sensitivity of the electric vehicle is adjusted based on the default adjustment strategy, and the adjusted control sensitivity may increase, decrease, or remain unchanged, depending on the road type of the electric vehicle at the last time. If the electric vehicle travels from a road of the first road type to a road of the default road type, the control sensitivity is decreased.

[0067] In the related art, since electric bicycles require greater torque when traveling uphill than on flat roads, when an electric bicycle travels from a flat section to an uphill section, even if the rotation angle of the handlebars remains unchanged, its speed will be significantly reduced; and when traveling from a flat section to a downhill section, even if the rotation angle of the handlebars remains unchanged, its speed will be significantly increased due to the conversion of potential energy.

[0068] In the above vehicle control method, when the target type is determined to be a first road type including an uphill road, a first adjustment strategy is generated, and based on the first adjustment strategy, the control sensitivity is increased. That is, when the electric vehicle travels on the first road type including an uphill road, the change in motor power caused by the rotation of the handlebar per unit angle is increased, thereby providing greater torque to offset the speed loss of the electric vehicle when traveling uphill. Thus, without adjusting the handlebar, the speed of the electric vehicle when traveling uphill can be kept close to the speed before the uphill. Furthermore, when the target type is determined to be a second road type including a downhill road and a roundabout, a second adjustment strategy is generated, and based on the second adjustment strategy, the control sensitivity is reduced. That is, when the electric vehicle travels on a downhill road and / or a roundabout, the change in motor power caused by the rotation of the handlebar per unit angle is reduced. Thus, without adjusting the handlebar, the rate of increase in vehicle speed is reduced, thereby avoiding excessive speed when traveling downhill or around a roundabout. That is, during the driving of the electric vehicle, the user can always fix the handlebar of the electric vehicle at a fixed angle without frequent adjustment, thereby reducing driving difficulty and improving the user experience.

[0069] In one embodiment, the road state also includes the road length of the target vehicle's current road; step 104 may specifically include: determining the relationship between the road length and the trigger threshold; if the road length is less than or equal to the trigger threshold, then the control sensitivity is not adjusted; if the road length is greater than the trigger threshold, then the adjustment strategy is determined based on the target type.

[0070] Specifically, the vehicle's control sensitivity is adjusted to reduce the need for user adjustments to the handlebars when traveling uphill or downhill, as well as on special road types like roundabouts. However, if the uphill or downhill road is short, it may be possible to traverse the road in a very short time, eliminating the need for control sensitivity adjustment. The road length trigger threshold can be pre-set or determined based on the vehicle's current speed; for example, the trigger threshold length can be fixed at 25 meters. Alternatively, a mapping between vehicle speed and threshold can be pre-set and the trigger threshold determined based on the vehicle's current speed and the mapping.

[0071] Furthermore, there are multiple ways to obtain road status. In one embodiment, a first way to obtain road status includes: after a user authenticates and unlocks the current electric vehicle through a terminal with a server, the user can pre-configure navigation information in the electric vehicle, where the navigation information includes the road length and road type of each road section, as well as the corresponding location information (such as a location coordinate sequence) of each road section. The ECU can then obtain the current location of the vehicle through a positioning module and determine the road type and length of the road the electric vehicle is on based on the current location and the pre-configured navigation information.

[0072] In another embodiment, a second method of obtaining the road status includes: the ECU obtains the driving direction and position information of the target vehicle, and sends a query request to the server based on the driving direction and position information; wherein the driving direction can be determined based on the posture information; the server queries the target type and road length of the road currently located by the vehicle in the complete electronic map based on the position information (current position) in the query request, and feeds back the queried target type and road length as a query result to the electric vehicle; the ECU receives the query result containing the target type and road length fed back by the server, and extracts the target type and road length from the query result.

[0073] Furthermore, in the second method of obtaining the road status, a query request is sent to the server based on the driving direction and position information, which may specifically include: when the vehicle body pitch angle and / or vehicle body tilt angle are in their respective corresponding trigger intervals, a query request is sent to the server based on the driving direction and position information; when the vehicle body pitch angle and vehicle body tilt angle are not in their respective corresponding trigger intervals, a reset signal is generated; the reset signal is used to adjust the control sensitivity to the initial state.

[0074] Specifically, the vehicle's body roll angle is the angle at which the vehicle tilts left or right; the body pitch angle is the angle at which the vehicle pitches up or down. In fact, the body pitch angle may also change when navigating minor terrain slopes or when the vehicle is traveling at high speed and encounters bumps. Similarly, adjusting the vehicle's posture or avoiding other vehicles may also cause the body roll angle to change. Therefore, trigger ranges for the vehicle's body roll angle and body pitch angle are pre-set, and the validity of the vehicle's current body roll angle and body pitch angle is determined by the trigger ranges. For example, if the vehicle is horizontal at 0 degrees, upward pitch is the positive direction, and downward pitch is the negative direction, then the trigger range for the body pitch angle can be greater than 30 degrees and less than -20 degrees. If the positive direction of the vehicle's forward motion is 0 degrees, then the trigger range for the body roll angle can be less than -15 degrees and greater than 15 degrees.

[0075] When the vehicle's pitch angle and / or body tilt angle are within their respective trigger ranges, the vehicle's pitch angle and / or body tilt angle are determined to be valid, indicating a high probability that the vehicle is currently on the first road type and / or the second road type. Based on the vehicle's driving direction and location information, a query request is sent to the server to obtain the vehicle's current road status. When neither the vehicle's pitch angle nor the body tilt angle are within their respective trigger ranges, the vehicle's current road status is determined to be neither the first road type nor the second road type; therefore, a reset signal is generated to adjust the control sensitivity to its initial state (default state).

[0076] Furthermore, before adjusting the control sensitivity based on the adjustment strategy, the method further includes: selecting target prompt information based on the adjustment strategy; and controlling the prompt device to display the target prompt information.

[0077] Specifically, the purpose of adjusting the control sensitivity through the adjustment strategy is to reduce the tedious operation of users frequently adjusting the handlebars; therefore, before determining the adjustment strategy and adjusting the control sensitivity based on the adjustment strategy, the target prompt information is selected based on the adjustment strategy and the prompt device is controlled to display the target prompt information, so as to remind the user to reduce the possibility of the user adjusting the handlebar rotation angle again. Among them, the prompt device can be a speaker or a display screen; the prompt information can be one or more of voice information, text information and image information. This application does not make detailed restrictions on the specific types of prompt devices and prompt information, as long as it can be convenient for users to perceive during driving. In one example, the target prompt information generated based on the first adjustment strategy can be "The control sensitivity is about to increase, please adjust the handlebars with caution."

[0078] The above content describes in detail the steps executed by the ECU before step 106, and the following content describes in detail the process of the DCU executing step 106. Figure 4 As shown, when the target type is the first road type: the ECU generates a first adjustment signal based on the first adjustment strategy and sends the first adjustment signal to the programmable gain amplifier. The first adjustment signal is used to control the amplification factor of the programmable gain amplifier to increase. Figure 4 As shown, when the target type is the first road type: the ECU generates a second adjustment signal based on the second adjustment strategy, and sends the second adjustment signal to the digital potentiometer, and the second adjustment signal is used to control the equivalent resistance of the digital potentiometer to increase.

[0079] like Figure 2 As shown in the control system, the digital potentiometer is connected in series to the power supply circuit of the motor of the target vehicle; the angle signal is collected by the angle sensor set at the handlebar, and the angle signal represents the voltage of the rotation angle of the handlebar; the programmable gain amplifier is used to amplify the angle signal of the handlebar and output it to the ECU. The ECU controls the duty cycle of the PWM signal output to the motor based on the amplified angle signal.

[0080] Specifically, the first adjustment signal generated by the ECU serves as a control signal of the programmable gain amplifier, which can increase the amplification factor of the programmable gain amplifier. When the adjustment relationship between the voltage generated by the angle amplifier and the duty cycle of the PWM signal remains unchanged, the adjustment ratio of the rotation angle to the PWM signal can be achieved by simply adjusting the amplification factor of the programmable gain amplifier, thereby achieving adjustment of the control sensitivity.

[0081] In one example, when there is no programmable gain amplifier (PGA) or the PGA has a magnification of 1, the voltage generated by the angle sensor increases by 1V for every 10-degree increase in the handlebar rotation angle, and the voltage change of the angle signal received by the ECU also increases by 1V, corresponding to a 10% increase in the duty cycle of the PWM signal. When the PGA's magnification is set to 2, the voltage generated by the angle sensor increases by 1V for every 10-degree increase in the handlebar rotation angle, and the voltage change of the angle signal received by the ECU also increases by 2V, corresponding to a 20% increase in the duty cycle of the PWM signal. In other words, increasing the PGA's magnification increases the duty cycle of the PWM signal that controls the motor, thereby increasing the effective voltage across the motor, thereby increasing the motor's power and increasing the control sensitivity of the electric vehicle.

[0082] Specifically, the ECU can adjust the equivalent resistance of the digital potentiometer connected in series in the power supply circuit of the motor. When the ECU adjusts the equivalent resistance of the digital potentiometer to increase, the voltage divided by the digital potentiometer increases. When the rotation angle of the handle remains unchanged, the duty cycle of the PWM signal remains unchanged, but the effective voltage across the motor will decrease, thereby reducing the power of the motor. Moreover, even if the rotation angle of the handle is increased, the digital potentiometer will obtain a larger voltage divided due to the increase in the equivalent resistance of the digital potentiometer, thereby reducing the change in the motor power, that is, the control sensitivity of the electric vehicle is reduced.

[0083] In the vehicle control method of the present application, the corresponding adjustment objects are different in the adjustment process of increasing control sensitivity and reducing control sensitivity. The adjustment object for increasing control sensitivity is a programmable gain amplifier. Since the voltage of the angle signal generated by the angle sensor is usually in a smaller range, amplifying the voltage of the angle signal can achieve a more significant gain increase. However, since the voltage is in a smaller range, the impact of the external interference signal will be more significant. For example, when the actual voltage is 5V, the 1V interference voltage introduced by the external interference accounts for 20% of the actual voltage; and when the actual voltage is 50V, the 1V interference voltage only accounts for 2% of the actual voltage, which is almost negligible. Therefore, the programmable gain amplifier is only suitable for adjustment to increase control sensitivity, and is not suitable for adjustment to reduce control sensitivity.

[0084] The object of adjustment for reducing control sensitivity is the digital potentiometer. On the one hand, the digital potentiometer serves as a protective resistor in the motor's power supply circuit, and can suppress the large current generated instantly when the motor is short-circuited. Therefore, this requires the digital potentiometer to have a minimum equivalent resistance value. Therefore, the digital potentiometer is only suitable for adjustment to increase the resistance value, that is, the digital potentiometer is only suitable for adjustment to reduce control sensitivity.

[0085] Furthermore, the first and second adjustment signals can be configured to be triggered by physical buttons or touch switches provided on the display screen; the first adjustment signal can be configured for uphill mode, and the second adjustment signal can be configured for downhill mode. The user can actively trigger the corresponding switch, causing the ECU to generate the first or second adjustment signal, thereby adjusting the control sensitivity of the electric vehicle. Furthermore, it should be noted that if the ECU assigns a label to the generated first or second adjustment signal, and a label of 0 indicates that the first or second adjustment signal was actively triggered by the user via the corresponding switch, then steps 102-106 will not be executed. In other words, if the user selects uphill mode / downhill mode, the ECU will not automatically adjust the control sensitivity of the electric vehicle.

[0086] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0087] Based on the same inventive concept, embodiments of the present application further provide a vehicle control device for implementing the aforementioned vehicle control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more vehicle control device embodiments provided below can be found in the above-described limitations of the vehicle control method and will not be further elaborated here.

[0088] In an exemplary embodiment, Figure 5 As shown, a vehicle control device 500 is provided, which includes a road state acquisition module 501, an adjustment strategy determination module 502 and an adjustment module 503, wherein:

[0089] A road state acquisition module 501 is used to acquire a road state, where the road state includes a target type of the road currently located by the target vehicle, where the target type is a first road type or a second road type;

[0090] An adjustment strategy determination module 502 is configured to determine a control sensitivity adjustment strategy based on a road condition, wherein the adjustment strategy is a first adjustment strategy for increasing control sensitivity for a first road type, or a second adjustment strategy for decreasing control sensitivity for a second road type; wherein the first road type includes an uphill road and the second road type includes a downhill road; and the control sensitivity is the amount of change in motor power caused by a unit angle of handlebar rotation;

[0091] The adjustment module 503 is configured to adjust the control sensitivity based on the adjustment strategy.

[0092] In one embodiment, the road state further includes the road length of the target vehicle's current road. The adjustment strategy adjustment module 502 is specifically configured to:

[0093] Determine the relationship between road length and trigger threshold;

[0094] If the road length is less than or equal to the trigger threshold, the control sensitivity is not adjusted;

[0095] If the road length is greater than the trigger threshold, the adjustment strategy is determined based on the target type.

[0096] In one embodiment, the adjustment module 503 is specifically configured to:

[0097] Generate a first adjustment signal based on a first adjustment strategy, and send the first adjustment signal to a programmable gain amplifier, wherein the first adjustment signal is used to control the amplification factor of the programmable gain amplifier to increase;

[0098] Among them, the angle signal is a voltage signal collected by a sensor set at the handlebar, which represents the rotation angle of the handlebar. The programmable gain amplifier is used to amplify the angle signal of the handlebar and output it to the ECU. The ECU controls the duty cycle of the PWM signal output to the motor based on the amplified angle signal; or generates a second adjustment signal based on a second adjustment strategy, and sends the second adjustment signal to the digital potentiometer. The second adjustment signal is used to control the increase of the equivalent resistance value of the digital potentiometer; wherein the digital potentiometer is connected in series to the power supply circuit of the motor of the target vehicle.

[0099] In one embodiment, the road status acquisition module is specifically configured to:

[0100] Obtain the target vehicle's driving direction and location information, and send a query request to the server based on the driving direction and location information;

[0101] Receive the target type and road length fed back by the server based on the query request.

[0102] In one embodiment, the road status acquisition module 501 is specifically configured to:

[0103] When the vehicle body pitch angle and / or vehicle body tilt angle are within their respective corresponding trigger intervals, a query request is sent to the server based on the driving direction and position information.

[0104] In one embodiment, the vehicle control device 500 further includes a reset module, which is specifically configured to:

[0105] When the vehicle body pitch angle and the vehicle body tilt angle are not in their respective corresponding trigger intervals, a reset signal is generated; the reset signal is used to adjust the control sensitivity to the initial state.

[0106] In one embodiment, the vehicle control device 500 further includes a prompt module, which is specifically configured to:

[0107] Select target prompt information based on the regulation strategy;

[0108] Control the prompt device to display target prompt information.

[0109] Each module in the aforementioned vehicle control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0110] In an exemplary embodiment, an electric vehicle is provided, which includes a control system as in the above-mentioned control system embodiment; and the electric vehicle also includes a memory, the memory storing a computer program, and when the ECU in the control system executes the computer program, it implements the steps of any vehicle control method disclosed in the above-mentioned vehicle control method embodiment.

[0111] Those skilled in the art will understand that Figure 2 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the electric vehicle to which the solution of the present application is applied. A specific electric vehicle may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0112] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data permitted by the user or fully permitted by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0113] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0114] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0115] The above embodiments merely illustrate several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art may make various modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that: Applied to an ECU in a control system, the method comprises: Acquire a road state, where the road state includes a target type and a road length of a road currently located by the target vehicle, where the target type is a first road type or a second road type; Determining a relationship between the road length and a trigger threshold, wherein the trigger threshold is determined based on a current vehicle speed; If the road length is less than or equal to the trigger threshold, the control sensitivity is not adjusted; If the road length is greater than the trigger threshold, determining a control sensitivity adjustment strategy based on the road state, the adjustment strategy being a first adjustment strategy for increasing the control sensitivity for the first road type, or a second adjustment strategy for decreasing the control sensitivity for the second road type; wherein the first road type includes an uphill road and the second road type includes a downhill road; and the control sensitivity is the amount of change in motor power caused by a unit angle of rotation of the handlebar; generating a first adjustment signal based on the first adjustment strategy, and sending the first adjustment signal to a programmable gain amplifier, wherein the first adjustment signal is used to control the amplification factor of the programmable gain amplifier to increase; The angle signal is a voltage signal collected by a sensor provided at the handlebar, representing the rotation angle of the handlebar, and the programmable gain amplifier is used to amplify the angle signal and output it to the ECU, and the ECU controls the duty cycle of the PWM signal output to the motor based on the amplified angle signal; or A second adjustment signal is generated based on the second adjustment strategy, and the second adjustment signal is sent to a digital potentiometer, wherein the second adjustment signal is used to control the increase of the equivalent resistance value of the digital potentiometer; wherein the digital potentiometer is connected in series to the power supply circuit of the motor of the target vehicle.

2. The method according to claim 1, characterized in that The target type also includes a default type of a flat road. When the target type is the default type, the control sensitivity is adjusted based on a default adjustment strategy.

3. The method according to claim 2, characterized in that The default adjustment strategy includes: determining whether to increase or decrease control sensitivity based on the road type of the road the target vehicle was on at a previous time.

4. The method according to claim 1, wherein The obtaining of the road status includes: Obtaining the driving direction and location information of the target vehicle, and sending a query request to the server based on the driving direction and location information; Receive the target type and the road length fed back by the server based on the query request.

5. The method according to claim 4, characterized in that The posture information includes the vehicle body pitch angle and the vehicle body tilt angle. The sending of a query request to the server based on the driving direction and the position information includes: When the vehicle body pitch angle and / or the vehicle body tilt angle are within their respective corresponding trigger intervals, a query request is sent to the server based on the driving direction and the position information.

6. The method according to claim 5, characterized in that The method further comprises: When the vehicle body pitch angle and the vehicle body tilt angle are both not located in the corresponding trigger intervals, a reset signal is generated; the reset signal is used to adjust the control sensitivity to an initial state.

7. The method according to claim 6, characterized in that The method further includes, before adjusting the control sensitivity: selecting target prompt information based on the adjustment strategy; Control the prompt device to display the target prompt information.

8. A control system, characterized in that: The system includes an information acquisition unit, an ECU, an acquisition unit, a programmable gain amplifier, a PWM controller, a motor, and a digital potentiometer, wherein: The output end of the information acquisition unit is connected to the input end of the ECU; the output end of the acquisition unit is connected to the input end of the programmable gain amplifier, the output end of the programmable gain amplifier is connected to the input end of the ECU, and the output end of the ECU is connected to the control end of the programmable gain amplifier; the digital potentiometer is connected in series in the power supply circuit of the motor; the output end of the ECU is also connected to the input end of the PWM controller, and the output end of the PWM controller is connected to the control end of the motor; The information acquisition unit is used to acquire a road state and send it to the ECU, wherein the road state includes a target type and a road length of the road currently located by the target vehicle, and the target type is a first road type or a second road type; The programmable gain amplifier is used to control the amplification factor of the programmable gain amplifier. The acquisition unit acquires an angle signal representing the rotation angle of the throttle. The programmable gain amplifier is used to amplify the angle signal and send the amplified angle signal to the ECU. The ECU is further configured to adjust a duty cycle of a PWM signal output by the PWM controller to the motor based on the amplified angle signal; The ECU is further configured to execute the steps of the method according to any one of claims 1 to 7.

9. A vehicle control device, characterized in that: The device includes a road state acquisition module, an adjustment strategy determination module, and an adjustment module, wherein: The road state acquisition module is used to acquire the road state, wherein the road state includes the target type and road length of the road currently located by the target vehicle, and the target type is the first road type or the second road type; The adjustment strategy determination module is used to determine the relationship between the road length and a trigger threshold, where the trigger threshold is determined based on the current vehicle speed; If the road length is less than or equal to the trigger threshold, the control sensitivity is not adjusted; If the road length is greater than the trigger threshold, determining a control sensitivity adjustment strategy based on the road state, the adjustment strategy being a first adjustment strategy for increasing the control sensitivity for the first road type, or a second adjustment strategy for decreasing the control sensitivity for the second road type; wherein the first road type includes an uphill road and the second road type includes a downhill road; and the control sensitivity is the amount of change in motor power caused by a unit angle of rotation of the handlebar; The adjustment strategy determination module is further configured to generate a first adjustment signal based on the first adjustment strategy, and send the first adjustment signal to a programmable gain amplifier, wherein the first adjustment signal is used to control the amplification factor of the programmable gain amplifier to increase; The angle signal is a voltage signal collected by a sensor provided at the throttle, representing the rotation angle of the throttle; the programmable gain amplifier is used to amplify the angle signal and output it to the ECU; the ECU controls the duty cycle of the PWM signal output to the motor based on the amplified angle signal; or generating a second adjustment signal based on the second adjustment strategy, and sending the second adjustment signal to a digital potentiometer, wherein the second adjustment signal is used to control the increase of an equivalent resistance value of the digital potentiometer; wherein the digital potentiometer is connected in series to a power supply circuit of a motor of the target vehicle; The adjustment module is configured to adjust the control sensitivity based on the adjustment strategy.

10. An electric vehicle, characterized in that: The electric vehicle includes the control system as claimed in claim 8; the electric vehicle also includes a memory, the memory stores a computer program, and the ECU in the control system implements the steps of the vehicle control method as described in any one of claims 1 to 7 when executing the computer program.

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