Slope correction method and device of electric loader, computer equipment and medium

Abstract

The invention relates to the technical field of loaders, and discloses a slope correction method and device of an electric loader, computer equipment and a medium, and the method comprises the following steps: when the current actual vehicle speed of the electric loader is greater than a preset vehicle speed and the electric loader runs on a slope, obtaining a real-time slope value of the electric loader in the running process; calculating a theoretical vehicle speed according to the real-time slope value and the actual torque of the electric loader; comparing the theoretical vehicle speed with the actual vehicle speed to obtain a comparison result; and according to the comparison result and the running direction of the electric loader on the slope, a slope correction strategy is determined, and the real-time slope value is corrected according to the slope correction strategy. The problems that in the prior art, gradient correction has delay and depends on accumulated parameters with inherent errors for calculation are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of loaders, in particular to a slope correction method and device for an electric loader, a computer device and a medium. BACKGROUND

[0002] Electric loaders are widely used in loading and transportation scenarios, and the road conditions are complex, and the up-and-down slope working conditions are frequent. Although the vehicle is equipped with a slope sensor, the vehicle weight changes frequently due to frequent loading and unloading of goods, and the slope sensor has a large error due to severe vehicle jolt, and thus cannot accurately reflect the actual slope size, so it is difficult to completely rely on the slope sensor to correct the up-and-down slope torque in real time and accurately.

[0003] The slope correction method disclosed in the prior art usually needs the vehicle to travel for a period of time to accumulate calculation data, and relies on accumulated mileage and accumulated height information to estimate the slope. This method has a correction delay, and the error introduced by the accumulated calculation directly affects the accuracy of the slope correction, resulting in the inability to provide accurate torque control during the up-and-down slope process of the vehicle. SUMMARY

[0004] Therefore, the embodiments of the present application provide a slope correction method and device for an electric loader, a computer device and a medium to solve the problem of delay in slope correction and dependence on accumulated parameters with inherent errors for calculation in the prior art.

[0005] In a first aspect, the embodiments of the present application provide a slope correction method for an electric loader, the method comprising: When the current actual vehicle speed of the electric loader is greater than a preset vehicle speed and the electric loader is running on a slope, an real-time slope value of the electric loader during running is obtained; A theoretical vehicle speed is calculated according to the real-time slope value and the actual torque of the electric loader; A comparison result is obtained by comparing the theoretical vehicle speed with the actual vehicle speed; A slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy.

[0006] Further, the calculation of the theoretical vehicle speed according to the real-time slope value and the actual torque of the electric loader comprises: The power parameters of the electric loader are obtained; Based on the power parameters and the real-time slope value, the influence of the real-time slope value on the driving resistance of the electric loader is analyzed to obtain a corresponding resistance torque; According to the actual torque and the resistance torque, a theoretical vehicle speed of the electric loader is calculated.

[0007] Further, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including: If the running direction of the electric loader on the slope is uphill, and the comparison result is that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, a slope correction coefficient is calculated according to the difference between the actual vehicle speed and the theoretical vehicle speed. A first slope reduction value is obtained by the correction coefficient slope adjustment model, and the real-time slope value is corrected according to the first slope reduction value.

[0008] Further, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including: If the running direction of the electric loader on the slope is uphill, and the comparison result is that the actual vehicle speed is less than the theoretical vehicle speed, a slope compensation ratio is determined according to the difference between the actual vehicle speed and the theoretical vehicle speed. A slope value that needs to be increased is calculated based on the slope compensation ratio and the actual torque, and the real-time slope value is corrected according to the increased value.

[0009] Further, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including: If the running direction of the electric loader on the slope is downhill, and the comparison result is that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, a slope correction weight is calculated according to the extent to which the actual vehicle speed exceeds the theoretical vehicle speed. The weight is converted into a slope supplement amount by a downhill resistance model, and the real-time slope value is corrected according to the supplement amount.

[0010] Further, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including: If the running direction of the electric loader on the slope is uphill, and the comparison result is that the actual vehicle speed is less than the theoretical vehicle speed, a slope adjustment amplitude is determined based on the deviation value between the actual vehicle speed and the theoretical vehicle speed. A second slope reduction value is calculated based on the adjustment amplitude and a downhill power assistance parameter of the electric loader, and the real-time slope value is corrected according to the second slope reduction value.

[0011] Further, after the real-time slope value is corrected according to the slope correction strategy, the method further comprises: obtaining the corrected real-time slope value; controlling the torque output of the electric loader by using the corrected real-time slope value.

[0012] In the second aspect, the embodiment of the present application provides a slope correction device of an electric loader, and the device comprises: an obtaining module, configured to obtain a real-time slope value of the electric loader during operation when the actual vehicle speed of the electric loader is greater than a preset vehicle speed and the electric loader is running on a slope; a calculating module, configured to calculate a theoretical vehicle speed according to the real-time slope value and the actual torque of the electric loader; a comparing module, configured to compare the theoretical vehicle speed with the actual vehicle speed to obtain a comparison result; a processing module, configured to determine a slope correction strategy according to the comparison result and the running direction of the electric loader on the slope, and correct the real-time slope value according to the slope correction strategy.

[0013] In the third aspect, the embodiment of the present application provides a computer device, comprising a memory and a processor, which are communicatively connected, and the memory stores computer instructions, and the processor executes the computer instructions to perform the method of the first aspect or any of the corresponding embodiments.

[0014] In the fourth aspect, the embodiment of the present application provides a computer readable storage medium, which stores computer instructions, and the computer instructions are used to make a computer execute the method of the first aspect or any of the corresponding embodiments.

[0015] The method provided by the embodiment of the present application has the following beneficial effects: The method provided by the embodiment of the application effectively screens the working conditions in which the vehicle is in stable driving and the slope has a significant influence by acquiring a real-time slope value of the electric loader during operation when the current actual vehicle speed of the electric loader is greater than a preset vehicle speed and the electric loader is running on a slope, ensures that the original slope signal and data basis for subsequent correction calculation are representative and effective, and avoids unnecessary correction in invalid working conditions such as low speed or no slope. The vehicle dynamics model based on the real-time torque and slope signal is constructed by calculating a theoretical vehicle speed according to the real-time slope value and the actual torque of the electric loader, and the ideal speed of the vehicle under the current slope and torque input can be calculated, which provides a key theoretical benchmark for subsequent judgment of the accuracy of the slope signal. The vehicle dynamics state deviation caused by the slope sensor error is diagnosed by comparing the theoretical speed with the actual speed to obtain a comparison result, and comparing the theoretical expectation with the actual performance in real time. The slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, so that the differentiated correction strategy can be intelligently formulated and executed for different dynamics scenes of uphill or downhill, and the real-time slope value is dynamically and closed-loop corrected. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the drawings needed in the specific embodiments or prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0017] Figure 1 is a flowchart of a slope correction method of an electric loader according to an embodiment of the present application; Figure 2 is a flowchart of another slope correction method of an electric loader according to an embodiment of the present application; Figure 3 is a flowchart of another slope correction method of an electric loader according to an embodiment of the present application; Figure 4 is a structural block diagram of a slope correction device of an electric loader according to an embodiment of the present application; Figure 5 is a hardware structure schematic diagram of a computer device according to an embodiment of the present application. DETAILED DESCRIPTION

[0018] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0019] According to the embodiments of the present application, a slope correction method and device for an electric loader, computer equipment and medium are provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in a different order.

[0020] In the present embodiment, a slope correction method for an electric loader is provided, Figure 1 is a flowchart of the slope correction method for an electric loader according to the embodiments of the present application, as Figure 1 shown, the flow includes the following steps: Step S101, when the actual vehicle speed of the electric loader is greater than the preset vehicle speed and the electric loader is running on a slope, the real-time slope value of the electric loader in the running process is obtained.

[0021] In the embodiments of the present application, first, the actual vehicle speed of the electric loader is continuously monitored by a vehicle speed sensor (such as an encoder or a GPS module), and the actual vehicle speed is compared with a preset vehicle speed threshold (for example, 2km / h); only when the actual vehicle speed is greater than the preset vehicle speed, it indicates that the vehicle is in a sufficient driving state to avoid sensor noise or jitter interference with the accuracy of slope correction at low speed. At the same time, whether the electric loader is running on a slope is detected by a slope sensor (such as an inclination sensor or an inertial measurement unit), i.e. whether the real-time slope value exceeds the preset slope range (for example, the slope is greater than 5° or less than -5°, corresponding to uphill or downhill working conditions respectively); the real-time slope value is the current road slope angle signal directly output by the slope sensor, but due to vehicle bumping or weight change, the signal may have deviation. After meeting the above two conditions, the real-time slope value is read from the slope sensor by a data acquisition module (such as a CAN bus interface) and stored in the controller memory as the basis for subsequent calculation and correction.

[0022] Step S102, calculating the theoretical vehicle speed according to the real-time slope value and the actual torque of the electric loader.

[0023] In the embodiment of the present application, firstly, the actual torque refers to the torque value output by the driving motor at present, which can be collected by the motor controller in real time; based on the real-time slope value, the resistance torque acting on the driving system due to the slope is analyzed through the slope-resistance mapping relationship (which describes the influence of the slope angle on the component of the vehicle gravity along the slope direction) preset in the controller; then, according to the vehicle dynamics principle, the collected actual torque and the calculated resistance torque are synthesized (usually, the actual torque is subtracted by the resistance torque, and other basic driving resistances such as rolling resistance are considered, which are pre-calibrated and stored as part of the power parameters), to obtain a net torque for accelerating the vehicle; finally, the net torque and the power parameters (which are the basic physical quantities representing the relationship between the vehicle power and driving) including the vehicle mass, transmission efficiency and wheel radius are substituted into the vehicle kinematics model (for example, based on Newton's second law: net torque / wheel radius = vehicle mass x acceleration, to deduce and integrate), to calculate the theoretical vehicle speed that the electric loader should reach under the comprehensive working condition. This calculation process is continuously carried out in a control cycle, so as to provide a dynamic and theoretical expected vehicle speed value for the subsequent comparison with the actual vehicle speed.

[0024] Step S103, obtaining a comparison result by comparing the theoretical vehicle speed with the actual vehicle speed.

[0025] In the embodiment of the present application, firstly, the actual vehicle speed of the electric loader is continuously obtained by a vehicle speed sensor (such as a wheel speed sensor or a transmission system output shaft speed conversion module), which is a real-time changing physical quantity; at the same time, the corresponding theoretical vehicle speed at the same time point or in the same control cycle is obtained from the calculation result; then, a comparator module (usually a software algorithm function block embedded in the controller) synchronously processes the two input values and performs specific arithmetic comparison operation, which usually includes calculating the deviation value of the two values, i.e. actual vehicle speed-theoretical vehicle speed, which is a signed number, and the sign and size of which constitute the core information of the comparison result; in addition, the comparison result can also include the Boolean flag generated after comparing the above absolute deviation value with a preset deviation threshold (a fixed value pre-calibrated and stored in the controller or a mapping value related to the vehicle speed), or further calculating the relative deviation rate (such as (actual vehicle speed-theoretical vehicle speed) / theoretical vehicle speed), so as to form a comprehensive comparison result data set including multiple dimensions for the subsequent slope correction strategy judgment.

[0026] Step S104, determining the slope correction strategy according to the comparison result and the running direction of the electric loader on the slope, and correcting the real-time slope value according to the slope correction strategy.

[0027] In the embodiments of the present application, first, the running direction signal (such as uphill, downhill) from the inclination sensor or vehicle state judgment logic and the comparison result (including the deviation value of the actual vehicle speed from the theoretical vehicle speed and the comparison information with the preset deviation) are used to enter the corresponding strategy branch; the specific slope correction strategy is a set of decision logic and calculation rules preset in the controller, for example, if it is judged to be uphill and the comparison result shows that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, the slope correction coefficient (a factor related to the vehicle speed deviation value determined by a pre-calibration mapping table or a proportional algorithm) is called, and this coefficient is input into a slope adjustment model (a data model based on vehicle dynamics calibration, such as a function or a lookup table) representing the slope change relationship, which outputs a first slope reduction value, and then performs an arithmetic subtraction operation on the real-time slope value to achieve correction; if it is other conditions, such as uphill and the actual vehicle speed is less than the theoretical vehicle speed, the strategy will determine a slope compensation proportion according to the deviation value, and then combine the actual torque to obtain the slope value that needs to be increased through calculation (for example, the compensation proportion multiplied by the actual torque and then multiplied by a conversion coefficient), and then add the real-time slope value; for downhill conditions, the strategy calculates the slope correction weight according to the vehicle speed exceeding amplitude, and uses a downhill resistance model (a physical or empirical model considering the relationship between gravity component force and driving resistance when downhill) to convert the weight into a slope supplement amount, and then adjust the real-time slope value accordingly; finally, the selected correction amount (reduction value, increase value or supplement amount) is applied to the currently obtained real-time slope value to generate a more accurate and corrected slope signal.

[0028] In the embodiments of the present application, the theoretical vehicle speed is calculated according to the real-time slope value and the actual torque of the electric loader, including the following steps A1-A3: Step A1, obtain the power parameters of the electric loader.

[0029] Specifically, a series of pre-calibrated inherent parameters for representing the basic physical characteristics and the performance of the transmission system of the vehicle are read from the non-volatile memory or the calibration data area of the controller, which are collectively referred to as power parameters; the power parameters mainly include: the mass of the vehicle (referring to the total mass of the electric loader plus the estimated or sensor-measured load mass, which can be a preset fixed value or a real-time total mass estimated according to the signals of the lifting arm angle sensor and the hydraulic pressure sensor through a pre-stored mapping table), the mechanical efficiency of the transmission system (a preset percentage coefficient considering the energy loss of the entire transmission chain from the motor output shaft to the wheels), the rolling radius of the wheels (a fixed geometric parameter), and the conversion coefficient of the rotating mass of the vehicle (a coefficient for equivalent rotating components to translational mass); in addition, the power parameters can also include the product of the air resistance coefficient and the windward area (for calculating the air resistance), and the rolling resistance coefficient of the tire (for calculating the basic rolling resistance), etc.; these parameters are loaded into the memory at the initialization and are called during the calculation to provide the necessary data basis of the inherent properties of the vehicle for subsequent resistance analysis and theoretical vehicle speed calculation.

[0030] Step A2, based on the power parameters and the real-time slope value, the influence of the real-time slope value on the driving resistance of the electric loader is analyzed to obtain the corresponding resistance torque.

[0031] Specifically, first, the real-time slope value (i.e., the slope angle measured by the slope sensor) is used in combination with the mass of the vehicle and the acceleration of gravity in the power parameters to calculate the gravitational component force of the vehicle due to the slope through the physical formula gravitational component force = mass of the vehicle x acceleration of gravity x sin (real-time slope value); this component force directly constitutes the main driving resistance (here specifically referring to the slope resistance); then, this slope resistance is equivalent to the driving wheels, and the resistance torque required to overcome the slope resistance is calculated by multiplying it by the rolling radius of the wheels (from the power parameters) and considering the mechanical efficiency of the transmission system (if the torque acting on the motor output shaft is calculated, the corresponding transmission ratio and efficiency conversion need to be performed); this analysis process can also be further refined, for example, through a pre-set slope-resistance mapping relationship in the controller (a data table or function model established through calibration experiments, whose input is the real-time slope value and the mass of the vehicle, and the output is the corresponding resistance torque value) to directly and quickly find the resistance torque; this model can have considered the inherent characteristics of the transmission chain, thereby simplifying the real-time calculation process.

[0032] Step A3, according to the actual torque and the resistance torque, the theoretical vehicle speed of the electric loader is calculated.

[0033] Specifically, first, the actual torque and the resistance torque are calculated (usually: net torque = actual torque - resistance torque), which represents the effective driving torque for overcoming inertia and making the vehicle accelerate; then, the net torque and the power parameters (mainly including vehicle mass, wheel rolling radius and transmission mechanical efficiency) are substituted into a vehicle kinematics model based on vehicle dynamics, the core of which usually follows Newton's second law, i.e. vehicle acceleration = (net torque * transmission mechanical efficiency / wheel rolling radius) / vehicle mass; finally, the initial theoretical vehicle speed (or actual vehicle speed) at the beginning of a control period is taken as the starting point, and the calculated vehicle acceleration is time-integrated to iteratively update and obtain the corresponding theoretical vehicle speed at the end of the current control period; the calculation process can further introduce compensation for the basic rolling resistance and air resistance (these resistance values can be calculated by using the tire rolling resistance coefficient, air resistance coefficient and wind area stored in the power parameters, combined with the current theoretical vehicle speed), so that the calculation result of the theoretical vehicle speed is more accurate.

[0034] By obtaining the power parameters, the subsequent calculation is based on the current actual state of the vehicle (such as load), providing an accurate physical basis for the calculation, thereby improving the adaptability and accuracy of the method. By analyzing the influence of the real-time slope value on the driving resistance, the resistance torque is obtained, which converts the abstract slope value into a specific mechanical quantity, realizes the quantitative evaluation of the influence of the slope resistance, and lays a foundation for calculating the net driving torque. According to the actual torque and the resistance torque, the theoretical vehicle speed is calculated, and through torque synthesis and vehicle kinematics model, a more physical law-compliant theoretical vehicle speed expectation value is obtained, which makes the comparison result with the actual vehicle speed more reliable, thereby improving the accuracy of the entire slope correction.

[0035] In the embodiments of the present application, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including the following steps B1-B2: Step B1, if the running direction of the electric loader on the slope is uphill, and the comparison result is that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, then the slope correction coefficient is calculated according to the difference between the actual vehicle speed and the theoretical vehicle speed.

[0036] Specifically, first, it is determined that the running direction is uphill (this state is usually determined by the positive angle value output by the slope sensor or the signal of the vehicle longitudinal acceleration sensor), and the comparison result is read, which clearly indicates that the actual vehicle speed is greater than or equal to the theoretical vehicle speed and the specific difference therebetween; then, according to the difference, the slope correction coefficient is calculated by querying a slope correction coefficient mapping table for uphill working conditions preset in the controller, which takes the vehicle speed difference as input and outputs a slope correction coefficient ranging from 0 to 1 (or other calibrated range), and the logic is usually that the larger the difference, the greater the deviation of the initial slope estimation, and the greater the correction required, so the calculated slope correction coefficient is also correspondingly greater; in addition, the calculation process can not rely on a fixed mapping table, but use a dynamic calculation formula, for example: slope correction coefficient = Kp x (difference / theoretical vehicle speed), where Kp is a pre-calibrated proportional coefficient, which converts the absolute difference into a relative quantity in this way, so that the calculation of the correction coefficient can adapt to different vehicle speed conditions.

[0037] Step B2, adjusting the first slope reduction value obtained by the correction coefficient slope adjustment model, and correcting the real-time slope value according to the first slope reduction value.

[0038] Specifically, the slope correction coefficient is taken as an input variable and transmitted to a slope adjustment model preset in the controller; the slope adjustment model is a function or lookup table established based on vehicle dynamics and a large amount of calibration data, and its internal logic defines the mapping relationship between the slope correction coefficient and the slope correction amount (in this specific case, the slope reduction amount), and the output of the model is the first slope reduction value, which is a value representing the amount of reduction of the slope angle (usually in degrees); then, the real-time slope value obtained from the slope sensor is subjected to arithmetic subtraction operation, i.e. the corrected real-time slope value = current real-time slope value - first slope reduction value, thereby completing the first correction of the original slope signal; the mapping relationship of the slope adjustment model can be designed to be nonlinear, for example, when the input slope correction coefficient is small, the output first slope reduction value changes gently, and when the slope correction coefficient is large, the growth rate of the first slope reduction value will increase to cope with more significant slope perception deviation.

[0039] An efficient slope correction mechanism is provided for specific working conditions. Among them, the slope correction coefficient is calculated according to the difference between the actual vehicle speed and the theoretical vehicle speed, which realizes the standardized processing of the vehicle speed deviation, so that the correction strength matches the deviation degree. And the first slope reduction value is obtained by inputting the correction coefficient into the slope adjustment model and correcting it, which quickly and accurately converts the coefficient into a specific slope adjustment amount through a pre-calibrated mapping relationship, ensuring that the problem of overestimation of the initial slope estimation can be intelligently identified and corrected.

[0040] In the embodiments of the present application, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including the following steps C1-C2: Step C1, if the running direction of the electric loader on the slope is uphill, and the comparison result is that the actual vehicle speed is less than the theoretical vehicle speed, then the slope compensation ratio is determined according to the difference between the actual vehicle speed and the theoretical vehicle speed.

[0041] Specifically, first, it is confirmed that the running direction is uphill, and the judgment that the actual vehicle speed is less than the theoretical vehicle speed and the specific difference (usually referred to as the difference between the two) between the two are read from the comparison result; then, according to the difference, the slope compensation ratio is determined by querying a slope compensation ratio mapping table specially used for this working condition and preset in the controller, which takes the vehicle speed difference as input and outputs a ratio coefficient ranging from 0 to a positive number. The basic logic is that the larger the difference, the more serious the initial slope perception is, and the larger the compensation amplitude needs to be, so the calculated slope compensation ratio is also correspondingly larger. The calculation of the slope compensation ratio can not rely on the static mapping table, but use a dynamic calculation rule, for example: slope compensation ratio = Ki × (difference / theoretical vehicle speed), where Ki is a pre-calibrated proportional coefficient for uphill compensation working condition. In this way, the absolute difference is normalized, so that the determination of the compensation ratio can adapt to different vehicle speed benchmarks.

[0042] Step C2, based on the slope compensation ratio and the actual torque, calculate the slope value that needs to be increased, and correct the real-time slope value according to the increased value that needs to be increased.

[0043] Specifically, the slope compensation ratio is multiplied by the actual torque value collected from the motor controller in real time to obtain a preliminary compensation amount; then, the preliminary compensation amount is multiplied by a preset torque-slope conversion coefficient (which is a calibrated constant or a variable related to the total mass of the vehicle, used to convert the product of torque and proportion into slope angle), thereby calculating the specific slope value that needs to be increased; finally, the real-time slope value obtained from the slope sensor is subjected to arithmetic addition operation, that is, the corrected real-time slope value = current real-time slope value + slope value that needs to be increased, so as to realize the up-regulation correction of the original slope signal. The calculation process can introduce filtering processing of the actual torque, using its sliding average value instead of instantaneous value to participate in the operation, so as to smooth the slope correction amount jump caused by torque fluctuation and ensure the stability of the correction process.

[0044] The slope compensation proportion is determined according to the difference between the actual vehicle speed and the theoretical vehicle speed, so that the compensation strength and the reasonable matching of the vehicle speed lag degree are ensured, and the correction process is more smooth. Based on the slope compensation proportion and the actual torque, the slope value to be increased is calculated and corrected, the real-time state of the driving system is taken into account, the slope compensation amount is more suitable for the current power condition of the vehicle, and the slope signal is more accurately adjusted.

[0045] In the embodiment of the application, the slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy, including the following steps D1-D2: Step D1, if the running direction of the electric loader on the slope is downhill, and the comparison result is that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, then the slope correction weight is calculated according to the amplitude that the actual vehicle speed exceeds the theoretical vehicle speed.

[0046] Specifically, first, it is confirmed that the running direction is in the downhill state (this state is usually determined by the negative angle value output by the slope sensor), and the judgment that the actual vehicle speed is greater than or equal to the theoretical vehicle speed and the specific amplitude (usually refers to the difference between the two) that the actual vehicle speed exceeds the theoretical vehicle speed are read; then, according to the amplitude, the slope correction weight is determined by querying a slope correction weight mapping table for downhill working conditions preset in the controller, the mapping table takes the speed exceeding amplitude as input, and outputs a weight coefficient in the range of 0 to positive number, and the basic logic is that the greater the exceeding amplitude value, the more serious the initial slope perception is small (i.e. the steepness of downhill is underestimated), and the greater the slope amount to be supplemented, so the calculated slope correction weight is also correspondingly greater; the calculation of the slope correction weight can not rely on the static mapping table, but use a dynamic calculation rule, for example: slope correction weight = Kd x (amplitude / theoretical vehicle speed), wherein Kd is a proportion coefficient pre-marked for downhill working conditions, in this way, the absolute amplitude is converted into a relative amount, so that the determination of the weight can adapt to different reference vehicle speeds.

[0047] Step D2, the weight is converted into a slope supplement amount by a downhill resistance model, and the real-time slope value is corrected according to the supplement amount.

[0048] Specifically, the gradient correction weight is taken as an input variable and transmitted to a downhill resistance model preset in the controller; the downhill resistance model is a function or data lookup table specially established for the downhill working condition, which considers factors such as the gravity component of the vehicle, the rolling resistance and the effect of the retarder braking, and the internal logic of the model defines the mapping relationship between the gradient correction weight and the gradient adjustment amount (in this specific case, the gradient supplement amount), and the output of the model is the gradient supplement amount, which is a value representing the amount of increase of the gradient angle (usually in degrees); then, the real-time gradient value obtained from the gradient sensor is subjected to an arithmetic addition operation, i.e., the corrected real-time gradient value = the current real-time gradient value + the gradient supplement amount, thereby completing the upward correction of the gradient signal under the downhill working condition; the mapping relationship of the downhill resistance model can be designed to not only consider the gradient correction weight, but also introduce the vehicle mass (from the dynamic parameters) as another input variable, so that the gradient supplement amount generated by the same speed deviation amplitude is different when the load is different, thereby realizing more refined correction.

[0049] The gradient correction weight is calculated according to the amplitude by which the actual vehicle speed exceeds the theoretical vehicle speed, which can quantify the correction demand according to the degree of downhill acceleration and realize differentiated response. By converting the weight into the gradient supplement amount through the downhill resistance model and correcting it, a special downhill dynamics model is used to ensure that the correction amount conforms to the downhill physical law and provides a more accurate gradient basis for the downhill torque control.

[0050] In the embodiments of the present application, the gradient correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time gradient value is corrected according to the gradient correction strategy, including the following steps E1-E2: Step E1, if the running direction of the electric loader on the slope is uphill and the comparison result is that the actual vehicle speed is less than the theoretical vehicle speed, the gradient adjustment amplitude is determined based on the deviation value between the actual vehicle speed and the theoretical vehicle speed.

[0051] Specifically, first, it is confirmed that the running direction is in an uphill state, and the comparison result includes the judgment that the actual vehicle speed is less than the theoretical vehicle speed and the specific deviation value (usually refers to the difference between the two) between the two; then, according to the deviation value, the slope adjustment amplitude is determined by querying a slope adjustment amplitude mapping table preset in the controller for this specific uphill working condition, which takes the vehicle speed deviation value as input and outputs a value representing the slope angle change amount. The basic logic is that the larger the deviation value, the more serious the negative deviation of the initial slope perception, the larger the slope adjustment amount required, and therefore the larger the determined slope adjustment amplitude. The determination of the slope adjustment amplitude can not rely on a static mapping table, but a dynamic calculation rule, for example: slope adjustment amplitude = Ke x deviation value, where Ke is a proportionality coefficient for this working condition, which is pre-calibrated and takes into account the vehicle inertia and control response characteristics. In this way, the linear conversion of the deviation value to the adjustment amplitude is realized.

[0052] Step E2, calculating a second slope reduction value based on the adjustment amplitude and the downhill power assistance parameter of the electric loader, and correcting the real-time slope value according to the second slope reduction value.

[0053] Specifically, the slope adjustment amplitude is multiplied by a downhill power assistance parameter preset in the controller (which is a calibration quantity used to represent the torque adjustment characteristics preset for achieving speed reduction control or energy recovery in downhill working conditions, such as a proportionality coefficient related to target deceleration), to calculate the specific second slope reduction value; then, the real-time slope value obtained from the slope sensor is subjected to arithmetic subtraction, i.e. the corrected real-time slope value = current real-time slope value - second slope reduction value, to realize the reduction correction of the original slope signal. The calculation process can introduce amplitude limiting processing of the slope adjustment amplitude, so that it does not exceed a maximum adjustment limit value preset according to vehicle stability requirements, thereby ensuring that the slope correction does not cause violent oscillation of the control system.

[0054] The slope adjustment amplitude is determined based on the deviation value between the actual vehicle speed and the theoretical vehicle speed, ensuring that the correction amplitude is proportional to the vehicle speed deviation. The second slope reduction value is calculated based on the adjustment amplitude and the downhill power assistance parameter and corrected, which directly links the slope correction to the vehicle downhill control strategy, so that the correction result can correct the sensor signal and serve the vehicle stability and energy consumption control targets.

[0055] In the embodiments of the present application, as shown in Figure 2 After the real-time slope value is corrected according to the slope correction strategy, the method further includes: Step S201, obtaining the corrected real-time slope value.

[0056] In the embodiment of the present application, the final result of any slope correction strategy processing is directly read from the designated memory area or register of the controller, which is the corrected real-time slope value. This value is a digital quantity that has been updated by system arithmetic operations (such as addition or subtraction of correction amount) and represents the more accurate estimated current road slope. The acquisition process can include a data validity check step, such as determining whether the value is within the physical range of the slope sensor, and if it exceeds, using the boundary value to clamp it, to ensure that the slope signal received by the subsequent process is reasonable and safe.

[0057] Step S202, using the corrected real-time slope value to control the torque output of the electric loader.

[0058] In the embodiment of the present application, the corrected real-time slope value is transmitted to the torque management function module in the vehicle main controller as a key input parameter. The module has a pre-stored torque request mapping relationship, which is a data table or function model defining the correspondence between slope value and target driving torque or braking torque. According to the input corrected real-time slope value, the mapping relationship is queried to calculate a new motor request torque value corresponding to it. Then, through the controller area network bus, an instruction is sent to the motor controller to set the motor request torque value as the new target torque of the motor output, thereby directly controlling the torque generation of the motor or the strength of the electric brake. The torque control process can be designed in a closed loop form, continuously monitoring the actual output torque of the motor and comparing it with the motor request torque, and through a proportional-integral controller to dynamically adjust the output instruction to eliminate possible tracking errors, ensuring that the torque response accurately follows the request value based on the corrected slope.

[0059] The acquisition of the corrected real-time slope value ensures that the latest calibrated slope information is used in the control link. Furthermore, using the corrected real-time slope value to control the torque output implements the previous correction results to the drive system execution level, so that the motor torque can be adjusted in real time according to the true slope, and finally realizes the precise control effect of uphill assistance and downhill slow descent.

[0060] As an example, as Figure 3As shown, after the flow starts, firstly, it is judged whether the actual vehicle speed of the electric loader is greater than 2km / h; if the vehicle speed meets the condition, then it is judged through the slope sensor whether the vehicle is in uphill (the slope value is greater than 5°) or downhill (the slope value is less than -5°) working condition. After entering the corresponding working condition, the theoretical vehicle speed in the working condition is calculated by using the vehicle dynamics model combined with the current motor torque and the real-time slope value; then the actual vehicle speed is compared with the theoretical vehicle speed, if the actual vehicle speed is less than the theoretical vehicle speed, it is determined that the slope is too small, otherwise it is determined that the slope is too large. Then the slope value is adjusted in the slope correction link, if the slope correction is not accurate, the slope correction verification will be performed again (to ensure the accuracy of the "corrected to bias" slope); finally, the motor torque request is adjusted according to the adjusted slope value, and the whole control process is completed.

[0061] In the embodiment, a slope correction device for an electric loader is also provided, which is used to realize the above-mentioned embodiments and preferred embodiments, and will not be described again. As used below, the term "module" can be a combination of software and / or hardware that realizes a predetermined function. Although the device described in the following embodiments is preferably realized in software, realization of hardware, or a combination of software and hardware, is also possible and contemplated.

[0062] The embodiment provides a slope correction device for an electric loader, as shown by Figure 4 comprising: The acquisition module 41 is configured to acquire a real-time slope value of the electric loader during running when the actual vehicle speed of the electric loader is greater than a preset vehicle speed and the electric loader runs on a slope. The calculation module 42 is configured to calculate a theoretical vehicle speed according to the real-time slope value and an actual torque of the electric loader. The comparison module 43 is configured to compare the theoretical vehicle speed with the actual vehicle speed to obtain a comparison result. The processing module 44 is configured to determine a slope correction strategy according to the comparison result and a running direction of the electric loader on the slope, and correct the real-time slope value according to the slope correction strategy.

[0063] Further, the calculation module 42 is configured to acquire a power parameter of the electric loader, analyze an influence of the real-time slope value on a driving resistance of the electric loader based on the power parameter and the real-time slope value to obtain a corresponding resistance torque, and calculate the theoretical vehicle speed of the electric loader according to the actual torque and the resistance torque.

[0064] Further, the processing module 44 is configured to, if the running direction of the electric loader on the slope is uphill and the comparison result is that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, calculate a slope correction coefficient according to a difference between the actual vehicle speed and the theoretical vehicle speed; obtain a first slope reduction value by adjusting the correction coefficient to a slope model, and correct the real-time slope value according to the first slope reduction value.

[0065] Further, the processing module 44 is configured to, if the running direction of the electric loader on the slope is uphill and the comparison result is that the actual vehicle speed is less than the theoretical vehicle speed, determine a slope compensation proportion according to a difference between the actual vehicle speed and the theoretical vehicle speed; calculate a slope value to be increased based on the slope compensation proportion and the actual torque, and correct the real-time slope value according to the slope value to be increased.

[0066] Further, the processing module 44 is configured to, if the running direction of the electric loader on the slope is downhill and the comparison result is that the actual vehicle speed is greater than or equal to the theoretical vehicle speed, calculate a slope correction weight according to an amplitude by which the actual vehicle speed exceeds the theoretical vehicle speed; convert the weight into a slope supplement amount by using a downhill resistance model, and correct the real-time slope value according to the supplement amount.

[0067] Further, the processing module 44 is configured to, if the running direction of the electric loader on the slope is uphill and the comparison result is that the actual vehicle speed is less than the theoretical vehicle speed, determine a slope adjustment amplitude based on a deviation value between the actual vehicle speed and the theoretical vehicle speed; calculate a second slope reduction value based on the adjustment amplitude and a downhill power assistance parameter of the electric loader, and correct the real-time slope value according to the second slope reduction value.

[0068] Further, the device further comprises a control module configured to acquire the corrected real-time slope value; and control torque output of the electric loader by using the corrected real-time slope value.

[0069] Please refer to Figure 5 , Figure 5 is a structural schematic diagram of a computer device provided by an optional embodiment of the present application, as shown in Figure 5As shown, the computer device includes one or more processors 10, memory 20, and interfaces 30 for external devices such as a keyboard and a mouse and peripheral devices such as disk devices or other storage devices. One or more busses 10 can be used to implement the interface between the various circuits and components of the computer device. It will be appreciated that the bus 10 can be implemented using any one or more of a variety of bus or interconnect protocols, such as a Peripheral Component Interconnect (PCI), a Universal Serial Bus (USB), etc. In some embodiments, multiple buses can be used, such as an I / O bus, data bus, address bus, and the like. Although various busses can be used in the computer device, the bus 10 illustrated is used to merely facilitate an illustration of the existence of circuits and components used in hardware implementations.

[0070] The processor 10 can be a central processing unit, a network processing unit, or a combination thereof. The processor 10 can further include a hardware chip. The hardware chip can be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device can be a complex programmable logic device, a field programmable logic device, a general array logic, or any combination thereof.

[0071] The memory 20 stores instructions that can be executed by the at least one processor 10, so that the at least one processor 10 can perform the method shown in the above embodiments.

[0072] The memory 20 can include a program storage area and a data storage area. The program storage area can store an operating system, application programs required by at least one function, and the like. The data storage area can store data created by the use of the computer device according to the presentation of the applet landing page, and the like. In addition, the memory 20 can include a high-speed random access memory, and can further include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state memory device. In some alternative embodiments, the memory 20 can optionally include a memory that is remotely located with respect to the processor 10, and these remote memories can be connected to the computer device through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0073] The memory 20 can include a volatile memory, such as a random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state memory device. The memory 20 can also include an

[0074] The computer device further includes a communication interface 30 for communicating with other devices or communication networks.

[0075] The embodiments of the present application further provide a computer readable storage medium, and the method according to the embodiments of the present application can be implemented in hardware, firmware, or recorded in a storage medium, or be implemented as computer codes stored in a remote storage medium or a non-transitory machine readable storage medium and downloaded through a network and stored in a local storage medium, so that the method described herein can be processed by such software on a storage medium using a general purpose computer, a special purpose processor, or programmable or special hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid state disk, etc. Further, the storage medium can also include a combination of the above-mentioned types of memories. It can be understood that the computer, the processor, the microprocessor controller, or the programmable hardware includes a storage component that can store or receive software or computer codes, when the software or computer codes are accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0076] Although the embodiments of the present application are described in conjunction with the accompanying drawings, various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the present application, and such modifications and changes fall within the scope defined by the appended claims.

Claims

1. A method of slope correction of an electric motor loader, characterized in that, The method comprises: When the current actual speed of the electric loader is greater than the preset speed and the electric loader is running on a slope, a real-time slope value of the electric loader during running is obtained; A theoretical speed is calculated according to the real-time slope value and the actual torque of the electric loader; A comparison result is obtained by comparing the theoretical speed with the actual speed; A slope correction strategy is determined according to the comparison result and the running direction of the electric loader on the slope, and the real-time slope value is corrected according to the slope correction strategy.

2. The method of claim 1, wherein, The method comprises: Power parameters of the electric loader are obtained; The influence of the real-time slope value on the running resistance of the electric loader is analyzed based on the power parameters and the real-time slope value, and a corresponding resistance torque is obtained; The theoretical speed of the electric loader is calculated according to the actual torque and the resistance torque.

3. The method of claim 1, wherein, The method comprises: If the running direction of the electric loader on the slope is uphill and the comparison result is that the actual speed is greater than or equal to the theoretical speed, a slope correction coefficient is calculated according to the difference between the actual speed and the theoretical speed; A first slope reduction value is obtained by the correction coefficient slope adjustment model, and the real-time slope value is corrected according to the first slope reduction value.

4. The method of claim 1, wherein, The method comprises: If the running direction of the electric loader on the slope is uphill and the comparison result is that the actual speed is less than the theoretical speed, a slope compensation ratio is determined according to the difference between the actual speed and the theoretical speed; A slope value to be increased is calculated based on the slope compensation ratio and the actual torque, and the real-time slope value is corrected according to the increased value.

5. The method of claim 1, wherein, The method comprises: If the running direction of the electric loader on the slope is downhill and the comparison result is that the actual speed is greater than or equal to the theoretical speed, a slope correction weight is calculated according to the amplitude by which the actual speed exceeds the theoretical speed; The weight is converted into a slope supplement amount by a downhill resistance model, and the real-time slope value is corrected according to the supplement amount.

6. The method of claim 5, wherein, The method comprises: If the running direction of the electric loader on the slope is uphill and the comparison result is that the actual speed is less than the theoretical speed, a slope adjustment amplitude is determined based on the deviation between the actual speed and the theoretical speed. A second slope reduction value is calculated based on the adjustment amplitude and a downhill power assistance parameter of the electric loader, and the real-time slope value is corrected according to the second slope reduction value.

7. The method of claim 1, wherein, After the real-time slope value is corrected according to the slope correction strategy, the method further comprises: obtaining the corrected real-time slope value; controlling the torque output of the electric loader by using the corrected real-time slope value.

8. A slope correction device for an electric motor loader, characterized in that The device comprises: an obtaining module, configured to obtain a real-time slope value of the electric loader during operation when the actual vehicle speed of the electric loader is greater than a preset vehicle speed and the electric loader is running on a slope; a calculating module, configured to calculate a theoretical vehicle speed according to the real-time slope value and an actual torque of the electric loader; a comparing module, configured to compare the theoretical vehicle speed with the actual vehicle speed to obtain a comparison result; a processing module, configured to determine a slope correction strategy according to the comparison result and a running direction of the electric loader on the slope, and correct the real-time slope value according to the slope correction strategy.

9. A computer device, comprising: comprise: a memory and a processor, which are in communication connection with each other, and the memory stores computer instructions, and the processor executes the computer instructions to perform the method in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions, and the computer instructions are used to make the computer execute the method in any one of claims 1 to 7.

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