Vehicle control method and device, vehicle and readable storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a readable storage medium. The method is applied to the technical field of vehicles. The method comprises the steps that the current gradient and the remaining electric quantity of a vehicle are obtained, the vehicle is a mining truck located in a target mining area, and the target mining area comprises an uphill road section and a downhill road section; under the condition that the current gradient of the vehicle indicates that the vehicle is located on the uphill road section, the speed and output torque of the vehicle are controlled according to the current gradient and the remaining electric quantity; and under the condition that the current gradient of the vehicle indicates that the vehicle is in the downhill road section, the speed and energy recovery torque of the vehicle are controlled according to the current gradient and the remaining electric quantity. The method can reduce the energy consumption of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and more particularly, to a vehicle control method and device, a vehicle, and a readable storage medium in the technical field of vehicles. BACKGROUND

[0002] A new energy mine truck (hereinafter referred to as "mine truck") is a large open-pit mine coal transport vehicle, which generally travels in a mine area with fixed routes. Due to the poor road conditions in the mine area, there are various road sections such as uphill and downhill, which results in high energy consumption of the mine truck when traveling in the mine area, high frequency of charging of the mine truck, and reduced efficiency of mine transportation.

[0003] Therefore, how to reduce the energy consumption of the mine truck when traveling in the mine area is a research hotspot. SUMMARY

[0004] The present application provides a vehicle control method, a vehicle, and a readable storage medium, which can reduce the energy consumption of the vehicle.

[0005] In a first aspect, a vehicle control method is provided, which comprises: obtaining a current slope and a remaining power of a vehicle, the vehicle being a mine truck in a target mine area, the target mine area including an uphill road section and a downhill road section; in a case where the current slope of the vehicle indicates that the vehicle is in the uphill road section, controlling a vehicle speed and an output torque of the vehicle according to the current slope and the remaining power; in a case where the current slope of the vehicle indicates that the vehicle is in the downhill road section, controlling the vehicle speed and an energy recovery torque of the vehicle according to the current slope and the remaining power.

[0006] In the above technical solution, the present application provides a vehicle control method: by obtaining the current slope and the remaining power of the vehicle, the vehicle speed and the torque of the vehicle are controlled, specifically, in a case where the current slope of the vehicle indicates that the vehicle is in the uphill road section, the vehicle speed and the output torque of the vehicle on the uphill road section can be controlled according to the current slope and the remaining power to reduce the energy consumed by the vehicle when traveling on the uphill road section; in a case where the current slope of the vehicle indicates that the vehicle is in the downhill road section, the vehicle speed and the energy recovery torque of the vehicle on the downhill road section can be controlled according to the current slope and the remaining power to improve the energy recovered by the vehicle when traveling on the downhill road section. Therefore, by the method of the present application, on the one hand, the energy consumed by the vehicle when traveling on the uphill road section can be reduced, and on the other hand, the energy recovered by the vehicle when traveling on the downhill road section can be improved, thereby reducing the energy consumption of the vehicle when transporting in the target mine area.

[0007] In some possible implementation manners, in a case where the current slope of the vehicle indicates that the vehicle is on an uphill road section, the vehicle speed and the output torque of the vehicle are controlled according to the current slope and the remaining electric quantity, including: in a case where the current slope of the vehicle indicates that the vehicle is on an uphill road section, a first target driving parameter of the vehicle is determined according to the current slope and the remaining electric quantity, the first target driving parameter including a maximum driving speed and a maximum output torque of the vehicle; and the vehicle speed and the output torque of the vehicle are controlled according to the first target driving parameter.

[0008] In the above technical solution, in a case where the current slope of the vehicle indicates that the vehicle is on an uphill road section, a first target driving parameter (a maximum driving speed and a maximum output torque of the vehicle) of the vehicle can be determined according to the current slope and the remaining electric quantity, so as to limit the vehicle speed and the output torque of the vehicle during the uphill road section to be less than the maximum driving speed and the maximum output torque, thereby avoiding the driver continuously increasing the vehicle speed to save time on the uphill road section, and preventing the vehicle from consuming too much energy during the uphill road section.

[0009] In some possible implementation manners, in a case where the current slope of the vehicle indicates that the vehicle is on an uphill road section, the first target driving parameter of the vehicle is determined according to the current slope and the remaining electric quantity, including: in a case where the current slope of the vehicle indicates that the vehicle is on an uphill road section, a first driving parameter is determined according to the current slope, the first driving parameter including a first maximum driving speed and a first maximum output torque of the vehicle; a second driving parameter is determined according to the remaining electric quantity, the second driving parameter including a second maximum driving speed and a second maximum output torque of the vehicle; and the first target driving parameter is determined according to the first driving parameter and the second driving parameter.

[0010] In the above technical solution, in a case where the current slope of the vehicle indicates that the vehicle is on an uphill road section,

[0011] The first driving parameter (the first maximum driving speed and the first maximum output torque) can be determined according to the current slope, the second driving parameter (the second maximum driving speed and the second maximum output torque) can be determined according to the remaining electric quantity, and then the first target driving parameter can be determined according to the first driving parameter and the second driving parameter, so that the first target driving parameter determined in this way can reduce the energy consumed by the vehicle during the uphill road section, and the accuracy of the first target driving parameter can be ensured.

[0012] In a possible implementation, according to the current slope, the first driving parameter is determined, including: in a case where the current slope is greater than a first threshold, determining the first vehicle speed as a first maximum driving vehicle speed, the first vehicle speed being less than a current maximum driving vehicle speed of the vehicle, and determining the first torque as a first maximum output torque, the first torque being greater than a current maximum output torque of the vehicle; in a case where the current slope is less than the first threshold, determining a second vehicle speed as the first maximum driving vehicle speed, the second vehicle speed being greater than the first vehicle speed, and determining a second torque as the first maximum output torque, the second torque being less than the first torque.

[0013] In the above technical solution, when determining the first driving parameter, the first threshold is set in the present application, and after determining the current slope, the vehicle can determine the corresponding first driving parameter according to the size relationship between the first threshold and the current slope. As can be seen from the above, in a case where the current slope (the positive angle of the uphill section) is greater than the first threshold, on the one hand, the current maximum driving vehicle speed of the vehicle can be reduced, that is, the first vehicle speed less than the current maximum driving vehicle speed is determined as the current maximum driving vehicle speed (the first maximum driving vehicle speed), because a higher vehicle speed will cause the vehicle to consume additional energy to maintain a higher speed in addition to consuming energy to overcome gravity, therefore, reducing the maximum driving vehicle speed of the vehicle can reduce the energy consumption of the vehicle when driving on the uphill section; on the other hand, the current maximum output torque of the vehicle can be increased at the same time, that is, the first torque greater than the current maximum output torque is determined as the first maximum output torque (the first maximum output torque), to avoid the case that the maximum output torque is too low due to the too large uphill slope, resulting in the vehicle being unable to smoothly pass through the uphill section; in a case where the current slope changes from being greater than the first threshold to being less than the first threshold, on the one hand, the limitation on the current maximum driving vehicle speed can be reduced, that is, the second vehicle speed is determined as the first maximum driving vehicle speed, the second vehicle speed being greater than the first vehicle speed, to reduce the energy consumption of the vehicle while shortening the delivery time of the vehicle; on the other hand, the current maximum output torque of the vehicle can be reduced at the same time, that is, the second torque is determined as the first maximum output torque, the second torque being less than the first torque, because the maximum output torque required to smoothly pass through the slope corresponding to the reduced uphill slope will also be reduced accordingly, the higher the output torque, the higher the energy consumption of the vehicle, therefore, the current maximum output torque can be reduced to reduce the energy consumption of the vehicle when driving on the uphill section.

[0014] In a possible implementation manner, the second driving parameter is determined according to the remaining electric quantity, including: in a case where the remaining electric quantity is greater than a second threshold, determining a third vehicle speed as the second maximum driving vehicle speed, the third vehicle speed being greater than a current maximum driving vehicle speed of the vehicle, and determining a third torque as the second maximum output torque, the third torque being greater than a current maximum output torque of the vehicle; in a case where the remaining electric quantity is less than a third threshold, determining a fourth vehicle speed as the second maximum driving vehicle speed, the fourth vehicle speed being less than the third vehicle speed, and determining a fourth torque as the second maximum output torque, the fourth torque being less than the third torque.

[0015] In the technical solution, when the second driving parameter is determined, the second threshold and the third threshold are set in the application, after the remaining electric quantity is determined, the vehicle can determine the corresponding second driving parameter according to the size relationship between the remaining electric quantity and the second threshold and the third threshold. As can be seen from the above, in a case where the remaining electric quantity is greater than the second threshold, that is, in a case where the remaining electric quantity is too high, it can be determined that the vehicle has sufficient electric quantity to pass the uphill road section at this time, and therefore the current maximum driving vehicle speed and the current maximum output torque of the vehicle can be increased, that is, the third vehicle speed greater than the current maximum driving vehicle speed is determined as the second maximum driving vehicle speed, and the third torque greater than the current maximum output torque is determined as the second maximum output torque, so as to shorten the transportation time of the vehicle in the target mining area; in a case where the remaining electric quantity is less than the third threshold, that is, in a case where the remaining electric quantity is too low, it can be determined that the remaining electric quantity of the vehicle is in a low range at this time, and therefore the limitation on the current maximum driving vehicle speed and the current maximum output torque can be increased, that is, the fourth vehicle speed is determined as the second maximum driving vehicle speed, the fourth vehicle speed being less than the third vehicle speed, and the fourth torque is determined as the second maximum output torque, the fourth torque being less than the third torque, so as to reduce the energy consumption of the vehicle when driving on the uphill road section, and ensure that the vehicle can pass the uphill road section in the case where the remaining electric quantity is low.

[0016] In a possible implementation manner, the second driving parameter is determined according to the remaining electric quantity, including: in a case where the remaining electric quantity is greater than a second threshold, determining a third vehicle speed as the second maximum driving vehicle speed, the third vehicle speed being greater than a current maximum driving vehicle speed of the vehicle, and determining a third torque as the second maximum output torque, the third torque being greater than a current maximum output torque of the vehicle; in a case where the remaining electric quantity is less than a third threshold, determining a fourth vehicle speed as the second maximum driving vehicle speed, the fourth vehicle speed being less than the third vehicle speed, and determining a fourth torque as the second maximum output torque, the fourth torque being less than the third torque.

[0017] In the technical solution, after the first driving parameter is determined according to the current slope, and the second driving parameter is determined according to the remaining electric quantity, the minimum maximum driving vehicle speed and the minimum maximum output torque in the first driving parameter and the second driving parameter can be selected, and the minimum maximum driving vehicle speed and the minimum maximum output torque are determined as the first target driving parameter, so that when the vehicle speed and the output torque of the vehicle are controlled according to the first target driving parameter, the energy consumption of the vehicle when driving on the uphill road section can be reduced as much as possible.

[0018] With reference to the first aspect and the above implementation manners, in some possible implementation manners, in a case where the current slope of the vehicle indicates that the vehicle is on a downhill section, the vehicle speed and the energy recovery torque of the vehicle are controlled according to the current slope and the remaining electric quantity, including: in a case where the current slope of the vehicle indicates that the vehicle is on a downhill section, a second target driving parameter of the vehicle is determined according to the current slope and the remaining electric quantity, the second target driving parameter including a driving speed of the vehicle and an energy recovery torque of the vehicle; and the vehicle speed and the energy recovery torque of the vehicle are controlled according to the second target driving parameter.

[0019] In the above technical solution, in a case where the current slope of the vehicle indicates that the vehicle is on a downhill section, the second target driving parameter (the driving speed of the vehicle and the energy recovery torque of the vehicle) of the vehicle can be determined according to the current slope and the remaining electric quantity. Since the current slope (the negative angle of the downhill section) and the remaining electric quantity are comprehensively considered in the determination of the second target driving parameter, in a case where the negative angle of the downhill section is small, that is, the slope of the downhill is high and the remaining electric quantity is in a lower range, the current driving speed and the current energy recovery torque of the vehicle can be reduced, that is, the negative torque of the vehicle is increased, for example, the current driving speed of the vehicle is reduced from 40 km / h to 30 km / h, and the current energy recovery torque of the vehicle is reduced from -2500 N / m to -3500 N / m, so as to improve the energy recovered by the vehicle during the downhill section. In a case where the slope of the downhill is small and the remaining electric quantity is in a higher range, the current driving speed and the current energy recovery torque of the vehicle can be increased, that is, the negative torque of the vehicle is reduced, for example, the current driving speed of the vehicle is increased from 30 km / h to 40 km / h, and the current energy recovery torque of the vehicle is increased from -3500 N / m to -2500 N / m, so as to avoid that, in a case where the remaining electric quantity is high, the vehicle excessively charges the battery of the vehicle, causing the temperature of the battery to be too high and reducing the service life of the battery.

[0020] With reference to the first aspect and the above implementation manners, in some possible implementation manners, in a case where the current slope of the vehicle indicates that the vehicle is on a downhill section, the second target driving parameter of the vehicle is determined according to the current slope and the remaining electric quantity, including: in a case where the current slope of the vehicle indicates that the vehicle is on a downhill section, a third driving parameter is determined according to the current slope, the third driving parameter including a first driving speed of the vehicle and a first energy recovery torque; a fourth driving parameter is determined according to the remaining electric quantity, the fourth driving parameter including a second driving speed of the vehicle and a second energy recovery torque; and the second target driving parameter is determined according to the third driving parameter and the fourth driving parameter.

[0021] In the technical solution, when the current slope indicates that the vehicle is on a downhill section, the third driving parameter (the first driving speed and the first energy recovery torque) is determined according to the current slope, the fourth driving parameter (the second driving speed and the second energy recovery torque) is determined according to the remaining power, and the second target driving parameter is determined according to the third driving parameter and the fourth driving parameter. In this way, the second target driving parameter can improve the energy recovered by the vehicle when driving on the downhill section, and the accuracy of the second target driving parameter can be ensured.

[0022] In combination with the first aspect and the above implementation, in some possible implementation, the third driving parameter is determined according to the current slope, including: in a case where the current slope is greater than a fourth threshold, determining a fifth speed as the first driving speed, the fifth speed being greater than the current driving speed of the vehicle, and determining a fifth torque as the first energy recovery torque, the fifth torque being greater than the current energy recovery torque of the vehicle; in a case where the current slope is less than the fourth threshold, determining a sixth speed as the first driving speed, the sixth speed being less than the fifth speed, and determining a sixth torque as the first energy recovery torque, the sixth torque being less than the fifth torque.

[0023] In the technical solution, when the third driving parameter is determined, the fourth threshold is set in the present application. After the current slope is determined, the third driving parameter corresponding to the size relationship between the fourth threshold and the current slope can be determined. As can be seen from the above, in a case where the current slope (the negative angle of the downhill section) is greater than the fourth threshold, the current driving speed and the current energy recovery torque of the vehicle can be improved, that is, the fifth speed greater than the current driving speed of the vehicle can be determined as the current driving speed, that is, the first driving speed, and the fifth torque greater than the current energy recovery torque of the vehicle can be determined as the current energy recovery torque, that is, the first energy recovery torque. Since the slope of the downhill section is relatively gentle in the case, that is, the negative angle of the downhill section is greater than the fourth threshold, the impact force of the vehicle is low, and therefore the current driving speed and the current energy recovery torque can be improved to improve the energy recovered by the vehicle when driving on the downhill section. In a case where the current slope is less than the fourth threshold, the current driving speed and the current energy recovery torque of the vehicle can be reduced, that is, the sixth speed can be determined as the first driving speed, the sixth speed being less than the fifth speed, and the sixth torque can be determined as the first energy recovery torque, the sixth torque being less than the fifth torque. Since the impact force of the vehicle increases in the case where the slope of the downhill section increases, that is, the negative angle of the downhill section is less than the fourth threshold, therefore, in order to ensure the safety of the vehicle when driving downhill, the current driving speed and the current energy recovery torque of the vehicle can be reduced to avoid affecting the braking effect of the vehicle due to the high speed of the vehicle, thereby causing a safety accident.

[0024] In a possible implementation manner, the fourth driving parameter is determined according to the remaining electric quantity, including: in a case where the remaining electric quantity is greater than a second threshold, determining a seventh vehicle speed as a second driving vehicle speed, the seventh vehicle speed being greater than a current driving vehicle speed of the vehicle, and determining a seventh torque as a second energy recovery torque, the seventh torque being greater than a current energy recovery torque of the vehicle; in a case where the remaining electric quantity is less than a third threshold, determining an eighth vehicle speed as the second driving vehicle speed, the eighth vehicle speed being less than the seventh vehicle speed, and determining an eighth torque as the second energy recovery torque, the eighth torque being less than the seventh torque.

[0025] In the technical solution, when the fourth driving parameter is determined, the vehicle can determine the corresponding fourth driving parameter according to the size relationship between the remaining electric quantity and the second threshold and the third threshold. As can be seen from the above, in a case where the remaining electric quantity is greater than the second threshold, that is, in a case where the remaining electric quantity is too high, it can be determined that the vehicle only needs to recover a small amount of energy at this time, and therefore the current driving vehicle speed and the current energy recovery torque of the vehicle can be increased, that is, the seventh vehicle speed greater than the current driving vehicle speed of the vehicle can be determined as the current driving vehicle speed (the second driving vehicle speed), and the seventh torque greater than the current energy recovery torque of the vehicle can be determined as the current energy recovery torque (the second energy recovery torque), so as to reduce the energy recovery of the vehicle and avoid overcharging the battery of the vehicle in a case where the remaining electric quantity is high, thereby preventing the temperature of the battery from being too high and reducing the service life of the battery; in a case where the remaining electric quantity is less than the third threshold, that is, in a case where the remaining electric quantity is too low, it can be determined that the remaining electric quantity of the vehicle is in a low range at this time, and the energy recovery of the vehicle needs to be increased to charge the battery of the vehicle, and therefore the current driving vehicle speed and the current energy recovery torque of the vehicle can be reduced, that is, the eighth vehicle speed less than the seventh vehicle speed can be determined as the second driving vehicle speed, and the eighth torque less than the seventh torque can be determined as the second energy recovery torque, so as to increase the energy recovered by the vehicle during a downhill section.

[0026] In a possible implementation manner, the second target driving parameter is determined according to the third driving parameter and the fourth driving parameter, including: determining a minimum driving vehicle speed and a minimum energy recovery torque in the third driving parameter and the fourth driving parameter; and determining the minimum driving vehicle speed and the minimum energy recovery torque as the second target driving parameter.

[0027] In the technical solution, after the third driving parameter is determined according to the current slope and the fourth driving parameter is determined according to the remaining power, the minimum driving speed and the minimum energy recovery torque are selected from the third driving parameter and the fourth driving parameter, and the minimum driving speed and the minimum energy recovery torque are determined as the second target driving parameter, so that when the speed of the vehicle and the energy recovery torque are controlled according to the second target driving parameter, the energy recovered by the vehicle during the driving process on the downhill section can be improved as much as possible

[0028] In a second aspect, a vehicle control device is provided, which comprises:

[0029] The acquisition module is configured to acquire a current slope and a remaining power of the vehicle, the vehicle being a mine truck in a target mining area, the target mining area comprising an uphill section and a downhill section.

[0030] The first control module is configured to, in a case where the current slope of the vehicle indicates that the vehicle is on the uphill section, control a speed and an output torque of the vehicle according to the current slope and the remaining power.

[0031] The second control module is configured to, in a case where the current slope of the vehicle indicates that the vehicle is on the downhill section, control a speed and an energy recovery torque of the vehicle according to the current slope and the remaining power.

[0032] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the device further comprises a first determination module configured to, in a case where the current slope of the vehicle indicates that the vehicle is on the uphill section, determine a first target driving parameter of the vehicle according to the current slope and the remaining power, the first target driving parameter comprising a maximum driving speed and a maximum output torque of the vehicle; and the first control module is specifically configured to control the speed and the output torque of the vehicle according to the first target driving parameter.

[0033] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the first determination module is specifically configured to, in a case where the current slope of the vehicle indicates that the vehicle is on the uphill section, determine a first driving parameter according to the current slope, the first driving parameter comprising a first maximum driving speed and a first maximum output torque of the vehicle; determine a second driving parameter according to the remaining power, the second driving parameter comprising a second maximum driving speed and a second maximum output torque of the vehicle; and determine the first target driving parameter according to the first driving parameter and the second driving parameter.

[0034] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the first determining module is specifically further configured to: in a case where the current slope is greater than a first threshold, determine the first vehicle speed as a first maximum travel speed, the first vehicle speed being less than a current maximum travel speed of the vehicle, and determine the first torque as a first maximum output torque, the first torque being greater than a current maximum output torque of the vehicle; in a case where the current slope is less than the first threshold, determine the second vehicle speed as the first maximum travel speed, the second vehicle speed being greater than the first vehicle speed, and determine the second torque as the first maximum output torque, the second torque being less than the first torque.

[0035] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the first determining module is specifically further configured to: in a case where the remaining electric quantity is greater than a second threshold, determine the third vehicle speed as a second maximum travel speed, the third vehicle speed being greater than the current maximum travel speed of the vehicle, and determine the third torque as a second maximum output torque, the third torque being greater than the current maximum output torque of the vehicle; in a case where the remaining electric quantity is less than a third threshold, determine the fourth vehicle speed as the second maximum travel speed, the fourth vehicle speed being less than the third vehicle speed, and determine the fourth torque as the second maximum output torque, the fourth torque being less than the third torque.

[0036] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the first determining module is specifically further configured to: determine a minimum maximum travel speed and a minimum maximum output torque from the first travel parameter and the second travel parameter; and determine the minimum maximum travel speed and the minimum maximum output torque as the first target travel parameter.

[0037] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the apparatus further includes a second determining module, configured to: in a case where the current slope of the vehicle indicates that the vehicle is on a downhill road section, determine a second target travel parameter of the vehicle according to the current slope and the remaining electric quantity, the second target travel parameter including a travel speed of the vehicle and an energy recovery torque; and a second control module, specifically configured to: control the vehicle speed and the energy recovery torque of the vehicle according to the second target travel parameter.

[0038] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the second determining module is specifically configured to: in a case where the current slope of the vehicle indicates that the vehicle is on a downhill road section, determine a third travel parameter according to the current slope, the third travel parameter including a first travel speed of the vehicle and a first energy recovery torque; determine a fourth travel parameter according to the remaining electric quantity, the fourth travel parameter including a second travel speed of the vehicle and a second energy recovery torque; and determine the second target travel parameter according to the third travel parameter and the fourth travel parameter.

[0039] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the second determining module is further used to determine the fifth vehicle speed as the first driving speed when the current slope is greater than the fourth threshold, the fifth vehicle speed being greater than the current driving speed of the vehicle, and to determine the fifth torque as the first energy recovery torque, the fifth torque being greater than the current energy recovery torque of the vehicle; when the current slope is less than the fourth threshold, the sixth vehicle speed is determined as the first driving speed, the sixth vehicle speed being less than the fifth vehicle speed, and the sixth torque is determined as the first energy recovery torque, the sixth torque being less than the fifth torque.

[0040] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the second determining module is further used to determine the seventh vehicle speed as the second driving speed when the remaining battery power is greater than the second threshold, the seventh vehicle speed being greater than the current driving speed of the vehicle, and to determine the seventh torque as the second energy recovery torque, the seventh torque being greater than the current energy recovery torque of the vehicle; when the remaining battery power is less than the third threshold, the eighth vehicle speed is determined as the second driving speed, the eighth vehicle speed being less than the seventh vehicle speed, and to determine the eighth torque as the second energy recovery torque, the eighth torque being less than the seventh torque.

[0041] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the second determining module is further used to determine the second target driving parameters based on the third driving parameters and the fourth driving parameters, including: determining the minimum driving speed and the minimum energy recovery torque among the third driving parameters and the fourth driving parameters; and determining the minimum driving speed and the minimum energy recovery torque as the second target driving parameters.

[0042] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method of the first aspect or any possible implementation thereof.

[0043] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle control method in the first aspect or any possible implementation thereof.

[0044] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the vehicle control method of the first aspect or any possible implementation thereof. Attached Figure Description

[0045] Figure 1This is a schematic diagram of a transportation route for a mining truck provided in an embodiment of this application;

[0046] Figure 2 This is a schematic diagram of the implementation environment of a vehicle control method provided in an embodiment of this application;

[0047] Figure 3 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0048] Figure 4 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

[0049] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0050] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0051] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0052] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0053] Before introducing the solutions of the embodiments of this application, the technical terms that may be involved in the embodiments of this application will be explained first.

[0054] Output torque: refers to the torsional force transmitted from a power unit (such as an engine, electric motor, or transmission system) to the drive shaft or final drive mechanism. It is an indicator of the magnitude of torque that a power system can apply at a specific speed, and the unit is usually Newton-meter (Nm).

[0055] Regenerative braking torque is a concept unique to electric and hybrid vehicles. It refers to the torque generated when the vehicle decelerates or brakes, as the electric motor switches to generator mode to convert the vehicle's kinetic energy into electrical energy and in the opposite direction of the vehicle's movement. It is also known as "regenerative braking torque".

[0056] Mining trucks are large open-pit coal transport vehicles that generally travel on fixed routes in mining areas. Due to the usually poor road conditions in mining areas, including uphill and downhill sections, mining trucks consume a lot of energy when traveling in mining areas, requiring them to be charged frequently, which reduces the efficiency of mining transportation.

[0057] For example, such as Figure 1 As shown, Figure 1 This is a schematic diagram of a transportation route for a mining truck provided in an embodiment of this application. See also... Figure 1 As shown, the route is a "V-shaped route" which includes a flat section 101, an uphill section 102, and a downhill section 103.

[0058] Specifically, the transportation process for the mining trucks is as follows: the trucks travel from the flat section 101 to the loading point 1021 on the uphill section 102, where they are fully loaded (e.g., 90 tons). Then, they travel downhill section 103 to the unloading point 1031, where they are unloaded to empty (e.g., 32 tons). In other words, on this route, the mining trucks are lightly loaded uphill and heavily loaded downhill. Additionally, Figure 1 Unloading point 1031 can also be loading point, and loading point 1021 can also be unloading point. That is, on this route, the mining truck is heavily loaded uphill and lightly loaded downhill.

[0059] It should be understood that regardless of whether the mining truck is lightly loaded uphill, heavily loaded downhill, or heavily loaded uphill and lightly loaded downhill, the mining truck will consume energy (electricity) when traveling on flat road section 101 and uphill road section 102, and will output negative torque to recover energy when traveling on downhill road section 103 in order to increase energy.

[0060] However, in order to reduce the energy consumption of mining trucks during transportation, the current methods usually only control the negative torque of the mining truck during downhill driving based on the vehicle speed or the current battery capacity, without considering how to reduce the energy consumption of the mining truck during uphill driving. As a result, the energy consumption of mining trucks during transportation is relatively high.

[0061] To address the aforementioned issues, this application provides a vehicle control method that can reduce energy consumption during mining truck transportation.

[0062] Figure 2 This is a schematic diagram of the implementation environment of a vehicle control method provided in an embodiment of this application.

[0063] For example, such as Figure 2 As shown, the implementation environment includes a vehicle controller 201 and a motor controller 202.

[0064] The vehicle controller 201 is a crucial control unit for the vehicle, capable of acquiring relevant vehicle data, such as the vehicle's remaining battery power and current slope, and controlling the vehicle's driving state based on this data, for example, controlling the power output of the vehicle's powertrain. In some embodiments, the vehicle controller 201 sends relevant parameters such as vehicle speed and torque to the motor controller 202 to control the vehicle's driving state.

[0065] In some embodiments, the motor controller 202 controls the motor to output corresponding torque and speed based on relevant parameters such as vehicle speed and torque sent by the vehicle controller 201, so as to control the vehicle's movement.

[0066] It should be noted that the vehicles in this application embodiment may be mining trucks, cars, buses or freight trucks, etc., and this application embodiment does not limit them.

[0067] The following explanation uses a mining truck as an example to illustrate the vehicle control method provided in this application. Figure 3 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0068] For example, such as Figure 3 As shown, taking the vehicle controller as the executing entity as an example, the method 300 includes:

[0069] Step 301: Obtain the vehicle's current slope and remaining battery power. The vehicle is a mining truck located in the target mining area, which includes uphill and downhill sections.

[0070] The current gradient can be understood as the gradient of the road section where the vehicle is currently located.

[0071] It should be noted that the uphill section and the downhill section can be two consecutive sections within the target mining area, or they can be two non-consecutive sections within the target mining area. This application does not limit this.

[0072] It should be understood that when the vehicle is traveling within the target mining area, it will sequentially travel from uphill sections to downhill sections, continue traveling back to the starting point, and then travel from uphill sections to downhill sections again, repeating this process; or, the vehicle will sequentially travel from downhill sections to uphill sections, continue traveling back to the starting point, and then travel from downhill sections to uphill sections again, repeating this process. Specifically, when the vehicle travels from an uphill section to a downhill section, it will switch from an energy consumption state to an energy recovery state; conversely, when the vehicle travels from a downhill section to an uphill section, it will switch from an energy recovery state to an energy consumption state.

[0073] In some embodiments, the methods for obtaining the vehicle's current slope and remaining battery power are as follows: the vehicle's attitude changes, such as tilt angle, can be obtained by tilt sensors or accelerometers configured on the vehicle, thereby calculating the vehicle's current slope; or the battery management system (BMS) can be used to obtain parameters such as battery voltage, current, and temperature, thereby calculating the vehicle's remaining battery power.

[0074] Optionally, after step 301, steps 302 or 303 may be performed as appropriate, but this embodiment does not limit the specific steps.

[0075] Step 302: When the vehicle's current gradient indicates that the vehicle is on an uphill section, control the vehicle's speed and output torque based on the current gradient and remaining battery power.

[0076] In some embodiments, after the vehicle controller obtains the vehicle's current slope and remaining battery power, it first determines the type of road segment (uphill, downhill, or flat) where the vehicle is currently located based on the current slope, and then controls the vehicle's speed and torque according to the slope of the road segment where the vehicle is currently located and the remaining battery power.

[0077] Specifically, when the vehicle controller determines that the road segment the vehicle is currently on is an uphill segment based on the current slope, it will control the vehicle speed and output torque according to the current slope and the remaining battery power, so that the vehicle can travel on the uphill segment based on the current speed and output torque, thereby reducing the energy consumed by the vehicle while traveling on the uphill segment.

[0078] In some embodiments, a first target threshold can be set so that the vehicle controller determines whether the vehicle is on an uphill section by comparing the first target threshold with the current slope. Specifically, if the current slope is greater than the target threshold, the vehicle is determined to be on an uphill section; if the current slope is less than the target threshold, the vehicle is determined to be on a non-uphill section (downhill or flat section). The first target threshold can be set according to the actual slope of the target mining area, and this embodiment does not limit this setting.

[0079] For example, the first target threshold is 2°. When the current slope of the vehicle is 4°, that is, the current slope (4°) is greater than the first target threshold (2°), the vehicle is determined to be on an uphill section. When the current slope of the vehicle is 1°, that is, the current slope (1°) is less than the first target threshold (2°), the vehicle is determined to be on a non-uphill section.

[0080] Step 303: When the vehicle's current gradient indicates that the vehicle is on a downhill section, control the vehicle speed and energy recovery torque based on the current gradient and remaining battery power.

[0081] Specifically, when the vehicle controller determines that the road segment the vehicle is currently on is a downhill segment based on the current gradient, it will control the vehicle speed and energy recovery torque according to the current gradient and the remaining battery power, so that the vehicle can travel on the downhill segment based on the current gradient and energy recovery torque, thereby increasing the energy recovered by the vehicle during the downhill journey.

[0082] In some embodiments, a second target threshold can be set so that the vehicle controller determines whether the vehicle is on an uphill section by comparing the second target threshold with the current slope. Specifically, if the current slope is less than the second target threshold, the vehicle is determined to be on a downhill section; if the current slope is greater than the target threshold, the vehicle is determined to be on a non-downhill section (uphill section, flat section). Similarly, the second target threshold can also be set according to the actual slope of the target mining area, which is not limited in this embodiment.

[0083] For example, the second target threshold is -2°. When the current slope of the vehicle is obtained as -4°, that is, the current slope (-4°) is less than the second target threshold (-2°), it is determined that the vehicle is on a downhill section. When the current slope of the vehicle is obtained as 0°, that is, the current slope (0°) is less than the second target threshold (-2°), it is determined that the vehicle is on a non-downhill section.

[0084] In some embodiments, such as Figure 1 As shown, the target mining area may also include flat sections. Corresponding to one possible implementation, when the vehicle's current gradient indicates that the vehicle is on a flat section, the vehicle speed and output torque are controlled based on the current gradient and remaining battery power.

[0085] Specifically, when the vehicle controller determines that the road segment the vehicle is currently on is a flat slope based on the current gradient, it will control the vehicle speed and output torque according to the current gradient and the remaining battery power, so that the vehicle can travel on the flat slope based on the current gradient and output torque, thereby reducing the energy consumed by the vehicle while traveling on the flat slope.

[0086] In some embodiments, the vehicle controller can determine whether the vehicle is on a flat road by the magnitude between the current slope and a first target threshold, a second target threshold, and the second target threshold. Specifically, when the current slope is between the first target threshold and the second target threshold, the vehicle is determined to be on a flat road; when the current slope is outside the first target threshold and the second target threshold, the vehicle is determined to be on a non-flat road (uphill or downhill).

[0087] For example, the first target threshold is 2° and the second target threshold is -2°. When the current slope of the vehicle is 1°, that is, the current slope (1°) is between the first target threshold (2°) and the second target threshold (-2°), the vehicle is determined to be on a flat road. When the current slope of the vehicle is 3°, that is, the current slope (3°) is outside the first target threshold (1°) and the second target threshold (2°), the vehicle is determined to be on a non-flat road.

[0088] The specific implementation method of the vehicle controller controlling the vehicle speed and torque (output torque and energy recovery torque) based on the current slope and remaining battery power is described in detail below and will not be explained here.

[0089] In summary, this application provides a vehicle control method: by acquiring the vehicle's current gradient and remaining battery power, the vehicle's speed and torque are controlled. Specifically, when the vehicle's current gradient indicates it is on an uphill section, the vehicle's speed and output torque can be controlled based on different current gradients and remaining battery power to reduce the energy consumed during uphill driving. When the vehicle's current gradient indicates it is on a downhill section, the vehicle's speed and energy recovery torque can be controlled based on different current gradients and remaining battery power to increase the energy recovered during downhill driving. Therefore, this method reduces energy consumption during uphill driving and increases energy recovery during downhill driving, thereby reducing energy consumption during transportation within the target mining area.

[0090] It should be noted that the specific implementation of the vehicle controller in controlling the vehicle speed and output torque based on the current slope and remaining battery power is similar whether the vehicle is on a flat slope or an uphill slope. This application example uses an uphill slope as an example for illustration.

[0091] Figure 4 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0092] It should be noted that steps 301-303 above are a simplified description of a vehicle control method provided in the embodiments of this application. The following will provide a more detailed description of the vehicle control method provided in the embodiments of this application, using some examples. See [link to relevant documentation]. Figure 4 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0093] Step 401: Obtain the vehicle's current slope and remaining battery power.

[0094] The implementation method of step 401 can be referred to the above embodiment, and will not be repeated here.

[0095] Step 402: When the current slope of the vehicle indicates that the vehicle is on an uphill section, determine the first target driving parameters of the vehicle based on the current slope and the remaining battery power. The first target driving parameters include the vehicle's maximum driving speed and maximum output torque.

[0096] Specifically, when the vehicle controller determines that the vehicle is on an uphill section, it will determine the vehicle's first target driving parameters (maximum driving speed and maximum output torque) based on the current gradient and remaining battery power. This will limit the vehicle's speed and output torque during uphill driving to not exceed the maximum driving speed and maximum output torque, preventing the driver from continuously increasing the speed to save time going uphill, which would result in excessive energy consumption by the vehicle during uphill driving.

[0097] Since different incline and remaining battery power have varying limitations on the vehicle's maximum speed and maximum output torque during uphill driving, the following implementation method is provided in order to ensure the accuracy of the first target driving parameters.

[0098] In one possible implementation, when the vehicle's current gradient indicates that the vehicle is on an uphill section, a first driving parameter is determined based on the current gradient. The first driving parameter includes the vehicle's first maximum driving speed and first maximum output torque. A second driving parameter is determined based on the remaining battery power. The second driving parameter includes the vehicle's second maximum driving speed and second maximum output torque. A first target driving parameter is determined based on the first driving parameter and the second driving parameter.

[0099] Specifically, after acquiring the current gradient and remaining battery power, and determining that the vehicle is currently on an uphill section based on the gradient, the vehicle controller can first determine a first driving parameter based on the current gradient. This first driving parameter only considers the limitations of the current gradient on the vehicle's speed and output torque. To take into account the impact of the remaining battery power on the vehicle's speed and output torque, the vehicle controller can also determine a second driving parameter based on the remaining battery power to ensure that the vehicle can smoothly pass through the uphill section when the remaining battery power allows. Finally, the vehicle controller will comprehensively consider the limitations of the current gradient and remaining battery power on the vehicle's maximum speed and maximum output torque to determine the first target driving parameter. That is, the vehicle controller determines the first target driving parameter based on the first and second driving parameters.

[0100] To provide a clearer explanation of the above implementation method, the process by which the vehicle controller determines the first target driving parameters will be described in several parts below.

[0101] Part 1: Determine the first driving parameters based on the current slope.

[0102] In one possible implementation, when the current gradient is greater than a first threshold, a first vehicle speed is determined as a first maximum driving speed, which is less than the vehicle's current maximum driving speed, and a first torque is determined as a first maximum output torque, which is greater than the vehicle's current maximum output torque; when the current gradient is less than the first threshold, a second vehicle speed is determined as the first maximum driving speed, which is greater than the first vehicle speed, and a second torque is determined as the first maximum output torque, which is less than the first torque.

[0103] The first threshold can be set according to the uphill slope of the target mining area. This application embodiment does not limit this. For example, when the current slope is greater than 2°, it is determined that the vehicle is on an uphill section. Furthermore, the first threshold can be set to 6° so that when the vehicle controller determines that the current slope is greater than the first threshold (6°), the first vehicle speed is determined as the first maximum driving speed and the first torque is determined as the first maximum output torque.

[0104] Here, the first speed is a speed less than the vehicle's current maximum speed, and the first torque is a speed greater than the vehicle's current maximum output torque. It should be noted that when the current gradient exceeds the first threshold, reducing the vehicle's current maximum speed and increasing the vehicle's current maximum output torque is because excessively high speeds require the vehicle to consume additional energy to maintain the higher speed, in addition to the energy needed to overcome gravity. Therefore, reducing the vehicle's current maximum speed (defined as the first speed less than the current maximum speed) reduces energy consumption when driving uphill. However, to ensure the vehicle can smoothly traverse steep uphill sections, it is also necessary to increase the vehicle's current maximum output torque (defined as the first torque greater than the current maximum output torque) to avoid the maximum output torque being too low due to excessively steep inclines, which could prevent the vehicle from successfully traversing the uphill section.

[0105] For example, if the first threshold is 6°, the current maximum driving speed of the vehicle is 30km / h, and the current maximum output torque is 3500N / m, and the vehicle controller determines that the current slope is 7°, that is, when the current slope (7°) is greater than the first threshold (6°), the first speed (25km / h) which is less than the current maximum driving speed (30km / h) can be determined as the current maximum driving speed, that is, the first maximum driving speed, and the first torque (4000N / m) which is greater than the current maximum output torque (3500N / m) can be determined as the current maximum output torque, that is, the first maximum output torque.

[0106] Here, the second speed is a speed greater than the first speed, and the second torque is a torque less than the first torque. It should be noted that when the current gradient changes from greater than the first threshold to less than the first threshold, the limit on the current maximum driving speed can be reduced. That is, the second speed, which is greater than the first speed, can be determined as the current maximum driving speed (first maximum driving speed) to shorten the vehicle's transport time. Simultaneously, the maximum output torque required to successfully traverse the reduced gradient will also decrease accordingly. Since higher output torque results in higher energy consumption, the current maximum output torque can be reduced; that is, the second torque, which is less than the first torque, can be determined as the current maximum output torque (first maximum output torque) to reduce the vehicle's energy consumption on uphill sections.

[0107] For example, if the first threshold is 6°, the first vehicle speed is 25km / h, and the first torque is 4000N / m, when the vehicle controller determines that the current slope changes from 7° to 5°, that is, when the current slope (5°) is less than the first threshold (6°), the second vehicle speed (27km / h), which is greater than the first vehicle speed (25km / h), can be determined as the current maximum driving speed, that is, the first maximum driving speed, and the first torque (3800N / m), which is less than the first torque (4000N / m), can be determined as the current maximum output torque, that is, the first maximum output torque.

[0108] Part Two: Determine the second driving parameters based on the remaining battery power.

[0109] In one possible implementation, if the remaining battery power is greater than the second threshold, the third vehicle speed is determined as the second maximum driving speed, which is greater than the vehicle's current maximum driving speed, and the third torque is determined as the second maximum output torque, which is greater than the vehicle's current maximum output torque; if the remaining battery power is less than the third threshold, the fourth vehicle speed is determined as the second maximum driving speed, which is less than the third vehicle speed, and the fourth torque is determined as the second maximum output torque, which is less than the third torque.

[0110] The second and third thresholds can be set according to the actual performance of the vehicle. For example, the second threshold can be 80%, 85%, or 90%, and the third threshold can be 30%, 25%, or 20%, etc. This application embodiment does not limit this.

[0111] For example, if the second threshold is 80%, and the vehicle controller determines that the remaining battery power is 82%, that is, the remaining battery power (82%) is greater than the second threshold (80%), the third vehicle speed can be determined as the second maximum driving speed, and the third torque can be determined as the second maximum output torque.

[0112] The third speed is defined as the speed exceeding the vehicle's current maximum speed, and the third torque is defined as the torque exceeding the vehicle's current maximum output torque. It should be noted that when the remaining battery power exceeds the second threshold (i.e., when the remaining battery power is excessively high), it indicates that the vehicle has sufficient power to traverse uphill sections. Therefore, the vehicle's current maximum speed and current maximum output torque can be increased. Specifically, the third speed exceeding the current maximum speed can be defined as the current maximum speed (second maximum speed), and the third torque exceeding the current maximum output torque can be defined as the current maximum output torque (second maximum output torque), thereby shortening the vehicle's transportation time within the target mining area.

[0113] For example, if the second threshold is 80%, the current maximum driving speed of the vehicle is set to 30 km / h, and the current maximum output torque is 3500 N / m, and the vehicle controller determines that the remaining battery power is 82%, that is, when the remaining battery power (82%) is greater than the second threshold (80%), the third speed (42 km / h) which is greater than the current maximum driving speed (30 km / h) can be determined as the current maximum driving speed, i.e., the second maximum driving speed, and the third torque (4200 N / m) which is greater than the current maximum output torque (3500 N / m) can be determined as the current maximum output torque, i.e., the second maximum output torque.

[0114] For example, the third threshold is 30%. When the vehicle controller determines that the remaining battery power is 28%, that is, when the remaining battery power (28%) is less than the third threshold (28%), the fourth vehicle speed can be determined as the second maximum driving speed, and the fourth torque can be determined as the second maximum output torque.

[0115] The fourth speed is a speed less than the third speed, and the fourth torque is a torque less than the third torque. It should be noted that when the remaining battery power is less than the third threshold, that is, when the remaining battery power is too low, it means that the vehicle does not have enough battery power to pass through the uphill section. Therefore, the current maximum driving speed and the current maximum output torque can be restricted. That is, the fourth speed less than the third speed is determined as the current maximum driving speed (second maximum driving speed), and the fourth torque less than the third torque is determined as the current maximum output torque (second maximum output torque) to reduce the energy consumption of the vehicle when driving on the uphill section and ensure that the vehicle can pass through the uphill section when the remaining battery power is low.

[0116] For example, if the third threshold is 30%, the third vehicle speed is 32 km / h, and the third torque is 4200 N / m, and the vehicle controller determines that the remaining battery power is 26%, that is, when the remaining battery power (26%) is less than the second threshold (30%), the fourth vehicle speed (28 km / h), which is less than the third vehicle speed (32 km / h), can be determined as the current maximum driving speed, that is, the second maximum driving speed. And the fourth torque (3600 N / m), which is less than the third torque (4200 N / m), can be determined as the current maximum output torque, that is, the second maximum output torque.

[0117] Part Three: Determine the first target driving parameters based on the first driving parameters and the second driving parameters.

[0118] In one possible implementation, the minimum maximum driving speed and the minimum maximum output torque among the first driving parameters and the second driving parameters are determined; the minimum maximum driving speed and the minimum maximum output torque are determined as the first target driving parameters.

[0119] Specifically, after determining the first driving parameters and the second driving parameters based on the current slope and the remaining battery power, the vehicle controller can determine the minimum maximum driving speed and the minimum maximum output torque among the first and second driving parameters. The minimum maximum driving speed and the minimum maximum output torque are then set as the first target driving parameters. This allows the motor controller to control the vehicle speed and output torque based on the first target driving parameters, thereby minimizing the energy consumption of the vehicle when driving on uphill sections.

[0120] For example, the maximum driving speed in the first driving parameters is 27 km / h and the maximum output torque is 3800 N / m, and the maximum driving speed in the second driving parameters is 28 km / h and the maximum output torque is 3600 N / m. The vehicle controller can determine that the minimum maximum driving speed in the first driving parameters and the minimum maximum output torque in the second driving parameters is 27 km / h and 3600 N / m, and determine the maximum driving speed (27 km / h) and the maximum output torque (3600 N / m) as the first target driving parameters.

[0121] In some embodiments, a working condition model can be pre-established so that the current gradient and remaining battery power are input into the working condition model to obtain the first target driving parameters output by the working condition model.

[0122] Specifically, the first sample data can be determined through simulation tests or real-vehicle tests. This first sample data includes different current slopes (slopes on uphill sections), different remaining battery power, the vehicle's first maximum driving speed and first maximum output torque (first driving parameters) at different current slopes, the vehicle's second maximum driving speed and second maximum output torque (second driving parameters) at different remaining battery power, and the vehicle's corresponding minimum energy consumption at different current slopes and remaining battery power. This data is input into the operating condition model so that the model can establish a correspondence between the current slope, remaining battery power, and maximum driving speed and maximum output torque. This allows the operating condition model to determine the corresponding first driving parameters and corresponding second driving parameters based on the current slope and remaining battery power, and then determine the final first target driving parameters based on the first and second driving parameters. It should be noted that this first target driving parameter is the target driving parameter determined by the operating condition model based on the corresponding minimum energy consumption, from the first maximum driving speed, first maximum output torque, second maximum driving speed, and second maximum output torque, where the energy consumption is closest to the minimum energy consumption.

[0123] Step 403: Control the vehicle speed and output torque according to the first target driving parameters.

[0124] Specifically, when the vehicle controller determines that the vehicle is currently on an uphill section, it will determine the first target driving parameters (maximum driving speed and maximum output torque) based on the current slope and remaining battery power, and control the motor according to the first target driving parameters so that the vehicle speed and output torque when driving on the uphill section do not exceed the maximum driving speed and maximum output torque.

[0125] In the above technical solution, when the vehicle's current slope indicates that the vehicle is on an uphill section, the first target driving parameters (the vehicle's maximum driving speed and maximum output torque) can be determined based on the current slope and remaining battery power. This can limit the vehicle's speed and output torque during uphill driving to not exceed the maximum driving speed and maximum output torque, thus preventing the driver from continuously increasing the vehicle speed to save uphill time, which would result in excessive energy consumption during uphill driving.

[0126] Step 404: When the current gradient of the vehicle indicates that the vehicle is on a downhill section, determine the second target driving parameters of the vehicle based on the current gradient and the remaining battery power. The second target driving parameters include the vehicle speed and energy recovery torque.

[0127] Specifically, when the vehicle controller determines that the vehicle is on a downhill slope, it determines the vehicle's secondary target driving parameters (vehicle speed and energy recovery torque) based on the current gradient and remaining battery power. This allows the vehicle's speed and energy recovery torque to adjust accordingly to changes in the downhill gradient and remaining battery power. For example, when the downhill angle is small (i.e., the slope is steep and the remaining battery power is low), the vehicle's current speed and energy recovery torque can be reduced, thus increasing the vehicle's negative torque. Conversely, when the downhill angle is small and the remaining battery power is high, the vehicle's current speed and energy recovery torque can be increased, thus decreasing the vehicle's negative torque.

[0128] Since the vehicle's speed and energy recovery torque vary depending on the slope gradient and remaining battery power during uphill driving, the following implementation method is provided in order to ensure the accuracy of the first target driving parameters.

[0129] In one possible implementation, when the vehicle's current gradient indicates that the vehicle is on a downhill section, a third driving parameter is determined based on the current gradient. The third driving parameter includes the vehicle's first driving speed and a first energy recovery torque. A fourth driving parameter is determined based on the remaining battery power. The fourth driving parameter includes the vehicle's second driving speed and a second energy recovery torque. A second target driving parameter is determined based on the third and fourth driving parameters.

[0130] Specifically, after acquiring the current gradient and remaining battery power, and determining that the vehicle is currently on a downhill slope based on the gradient, the vehicle controller can first determine a third driving parameter based on the current gradient. This third driving parameter only considers the impact of the current gradient on the vehicle's speed and energy recovery torque. To balance the impact of the remaining battery power on the vehicle's speed and energy recovery torque, the vehicle controller can also determine a fourth driving parameter based on the remaining battery power. This allows for a fourth driving parameter: if the remaining battery power is too high, the vehicle speed can be increased and energy recovery reduced to prevent overcharging of the battery, which could lead to overheating and reduced battery life. Conversely, if the remaining battery power is too low, the vehicle speed and energy recovery torque can be reduced to increase energy recovery during downhill driving. Finally, the vehicle controller comprehensively considers the impact of the current gradient and remaining battery power on the vehicle's speed and energy recovery torque to determine a second target driving parameter. In other words, the vehicle controller determines the second target driving parameter based on the third and fourth driving parameters.

[0131] To provide a clearer explanation of the above implementation method, the process by which the vehicle controller determines the second target driving parameters will be described in several parts below.

[0132] Part 1: Determine the third driving parameter based on the current slope.

[0133] In one possible implementation, if the current gradient is greater than the fourth threshold, the fifth vehicle speed is determined as the first driving speed, which is greater than the vehicle's current driving speed, and the fifth torque is determined as the first energy recovery torque, which is greater than the vehicle's current energy recovery torque; if the current gradient is less than the fourth threshold, the sixth vehicle speed is determined as the first driving speed, which is less than the fifth vehicle speed, and the sixth torque is determined as the first energy recovery torque, which is less than the fifth torque.

[0134] Similar to uphill sections, the fourth threshold can be set according to the downhill sections of the target mining area. This application embodiment does not limit this. For example, when the current slope is less than -2°, it is determined that the vehicle is on a downhill section. Furthermore, the fourth threshold can be set to -6°, so that when the vehicle controller determines that the current slope is greater than the fourth threshold (-6°), the fifth vehicle speed can be determined as the first driving speed, and the fifth torque can be determined as the first energy recovery torque.

[0135] The fifth speed is defined as a speed greater than the vehicle's current speed, and the fifth torque is defined as a torque greater than the vehicle's current energy recovery torque. It should be noted that when the current gradient (the negative angle of a downhill section) is greater than the fourth threshold, the vehicle's current speed and current energy recovery torque can be increased. This is because a gradient greater than the fourth threshold indicates a relatively gentle downhill slope, resulting in lower impact force on the vehicle. Therefore, the current speed and current energy recovery torque can be increased. Specifically, the fifth speed greater than the vehicle's current speed is defined as the vehicle's current speed (first speed), and the fifth torque greater than the vehicle's current energy recovery torque is defined as the vehicle's current energy recovery torque (first energy recovery torque). This reduces the vehicle's negative torque, thereby shortening the transportation time within the target mining area.

[0136] For example, if the fourth threshold is -6°, the current vehicle speed is 20km / h, and the current energy recovery torque is -3500N / m, and the vehicle controller determines the current slope to be -5°, that is, when the current slope (-5°) is greater than the fourth threshold (-6°), the fifth speed (22km / h) which is greater than the current vehicle speed (20km / h) can be determined as the current vehicle speed, i.e., the first vehicle speed, and the fifth torque (-3300N / m) which is greater than the current energy recovery torque (-3500N / m) can be determined as the current energy recovery torque, i.e., the first energy recovery torque.

[0137] Specifically, the sixth speed is less than the fifth speed, and the sixth torque is less than the fifth torque. It should be noted that when the current gradient is less than the fourth threshold, the vehicle's current speed and current energy recovery torque can be reduced. This is because when the current gradient changes from being greater than the fourth threshold to being less than the fourth threshold, it indicates an increase in the gradient of the downhill section. At this point, the impact force on the vehicle will increase accordingly. Therefore, to ensure vehicle safety when going downhill, the vehicle's current speed and current energy recovery torque can be reduced. Specifically, the speed less than the fifth speed but less than the sixth speed is defined as the current speed (i.e., the first speed), and the torque less than the fifth torque is defined as the sixth torque (i.e., the first energy recovery torque). This is to prevent the vehicle from affecting braking performance due to excessive speed, thereby avoiding a safety accident.

[0138] For example, if the fourth threshold is -6°, the fifth vehicle speed is 22km / h, and the fifth torque is -3300N / m, when the vehicle controller determines that the current slope changes from -5° to -7°, that is, when the current slope (-7°) is less than the fourth threshold (-6°), the sixth vehicle speed (16km / h), which is less than the fifth vehicle speed (22km / h), can be determined as the current driving speed, i.e., the first driving speed, and the sixth torque (-4200N / m), which is less than the fifth torque (-3800N / m), can be determined as the current energy recovery torque, i.e., the first energy recovery torque.

[0139] Part Two: Determine the fourth driving parameter based on the remaining battery power.

[0140] In one possible implementation, if the remaining battery power is greater than a second threshold, the seventh vehicle speed is determined as the second driving speed, which is greater than the vehicle's current driving speed, and the seventh torque is determined as the second energy recovery torque, which is greater than the vehicle's current energy recovery torque.

[0141] If the remaining battery power is less than the third threshold, the eighth vehicle speed is determined as the second driving speed, which is less than the seventh vehicle speed, and the eighth torque is determined as the second energy recovery torque, which is less than the seventh torque.

[0142] For details regarding the second and third thresholds, please refer to the above embodiments; they will not be repeated here.

[0143] When the vehicle is on a downhill section, the second threshold can also be set to 80%, so that when the vehicle controller determines that the remaining battery power is 82%, that is, the remaining battery power (82%) is greater than the second threshold (80%), the seventh vehicle speed can be determined as the second driving speed, and the seventh torque can be determined as the second energy recovery torque.

[0144] The seventh speed is defined as a speed greater than the vehicle's current speed, and the seventh torque is defined as a torque greater than the vehicle's current energy recovery torque. It should be noted that when the remaining battery power exceeds the second threshold (i.e., when the remaining battery power is excessively high), it can be determined that the vehicle only needs to recover a small amount of energy. Therefore, the vehicle's current speed and current energy recovery torque can be increased. Specifically, the seventh speed (greater than the current speed) can be defined as the current speed (second speed), and the seventh torque (greater than the current energy recovery torque) can be defined as the current energy recovery torque (second torque). This reduces the vehicle's energy recovery and prevents overcharging of the battery when the remaining battery power is high, which could lead to overheating and reduced battery life.

[0145] For example, if the second threshold is 80%, the vehicle's current speed is 20 km / h, and the current energy recovery torque is -3500 N / m, and the vehicle controller determines that the remaining battery power is 82%, that is, when the remaining battery power (82%) is greater than the second threshold (80%), the seventh speed (25 km / h), which is greater than the current speed (20 km / h), can be determined as the current speed, i.e., the first speed. And the seventh torque (-3000 N / m), which is greater than the current energy recovery torque (-3500 N / m), can be determined as the current energy recovery torque, i.e., the first torque.

[0146] For example, the third threshold is 30%. When the vehicle controller determines that the remaining battery power is 28%, that is, when the remaining battery power (28%) is less than the third threshold (28%), the eighth vehicle speed can be determined as the second driving speed, and the eighth torque can be determined as the second energy recovery torque.

[0147] The eighth speed is defined as a speed lower than the seventh speed, and the eighth torque is defined as a torque lower than the seventh torque. It should be noted that when the remaining battery power is below the third threshold (i.e., the remaining battery power is too low), it can be determined that the vehicle's remaining battery power is in a low range, requiring increased energy recovery to charge the battery. Therefore, the vehicle's current driving speed and current energy recovery torque can be reduced. Specifically, the eighth speed (lower than the seventh speed) can be defined as the second driving speed, and the eighth torque (lower than the seventh torque) can be defined as the second energy recovery torque, thereby increasing the energy recovered by the vehicle during downhill driving.

[0148] For example, if the third threshold is 30%, the seventh vehicle speed is 25 km / h, and the seventh torque is -3000 N / m, and the vehicle controller determines that the remaining battery power is 26%, that is, when the remaining battery power (26%) is less than the second threshold (30%), the eighth vehicle speed (16 km / h), which is less than the seventh vehicle speed (25 km / h), can be determined as the current driving speed, i.e., the second driving speed, and the eighth torque (-4500 N / m), which is less than the seventh torque (-3000 N / m), can be determined as the current energy recovery torque, i.e., the second energy recovery torque.

[0149] Part Three: Determine the first target driving parameters based on the third and fourth driving parameters. In one possible implementation, determine the minimum driving speed and the minimum energy recovery torque among the third and fourth driving parameters; and determine the minimum driving speed and the minimum energy recovery torque as the second target driving parameters.

[0150] Specifically, after determining the third and fourth driving parameters based on the current slope and remaining battery power, the vehicle control system can determine the minimum driving speed and minimum energy recovery torque among the third and fourth driving parameters. The minimum driving speed and minimum energy recovery torque are then set as the second target driving parameters. This allows the motor controller to maximize the energy recovered by the vehicle during downhill driving when controlling the vehicle speed and output torque based on the second target driving parameters.

[0151] For example, the third driving parameter is a driving speed of 22 km / h and an energy recovery torque of -3300 N / m, and the fourth driving parameter is a driving speed of 25 km / h and an energy recovery torque of -3000 N / m. The vehicle controller can determine that the minimum driving speed among the third and fourth driving parameters is 22 km / h and the minimum energy recovery torque is -3300 N / m, and determine the driving speed (22 km / h) and energy recovery torque (-3300 N / m) as the second target driving parameters.

[0152] In some embodiments, the current gradient and remaining battery power can also be input into the pre-established operating condition model to obtain the second target driving parameters output by the operating condition model.

[0153] Specifically, the second sample data can be determined through simulation or real-vehicle testing. This second sample data includes different current gradients (gradients on downhill sections), different remaining battery power, the vehicle's first driving speed and first energy recovery torque (third driving parameter) at different current gradients, the vehicle's second driving speed and second energy recovery torque (second driving parameter) at different remaining battery power, and the vehicle's highest recovered energy at different current gradients and remaining battery power. This second data is input into the operating condition model, allowing the model to establish a correspondence between the current gradient, remaining battery power, driving speed, and energy recovery torque. This enables the operating condition model to determine the corresponding third and fourth driving parameters based on the current gradient and remaining battery power, and then determine the final second target driving parameter based on the third and fourth driving parameters. It should be noted that this first target driving parameter is the target driving parameter determined by the operating condition model based on the highest recovered energy, from the first driving speed, first energy recovery torque, second driving speed, and second energy recovery torque, to find the parameter whose recovered energy is closest to the highest recovered energy.

[0154] Step 405: Control the vehicle speed and energy recovery torque according to the second target driving parameters.

[0155] Specifically, when the vehicle controller determines that the vehicle is currently on a downhill section, it will determine the second target driving parameters based on the current slope and the remaining battery power, namely the vehicle speed and energy recovery torque. The motor will then be controlled according to these second target driving parameters so that the vehicle speed and energy recovery torque can adapt to different downhill slopes and remaining battery power, thereby increasing the energy recovered by the vehicle during downhill driving.

[0156] In the above technical solution, when the vehicle's current gradient indicates that it is on a downhill section, the second target driving parameters (vehicle speed and energy recovery torque) can be determined based on the current gradient and remaining battery power. Since the determination of the second target driving parameters takes into account both the current gradient (negative angle of the downhill section) and the remaining battery power, when the negative angle of the downhill section is small (i.e., the downhill gradient is high) and the remaining battery power is low, the vehicle's current speed and current energy recovery torque can be reduced, i.e., the vehicle's negative torque can be increased to improve the energy recovered by the vehicle on the downhill section. When the current gradient is small and the remaining battery power is high, the vehicle's current speed and current energy recovery torque can be increased, i.e., the vehicle's negative torque can be reduced to avoid overcharging the vehicle's battery when the remaining battery power is high, which could lead to excessively high battery temperature and reduced battery life.

[0157] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0158] For example, such as Figure 5 As shown, the device 500 includes:

[0159] For example, such as Figure 5 As shown, the device 500 includes:

[0160] The acquisition module 501 is used to acquire the current slope and remaining battery power of the vehicle. The vehicle is a mining truck located in the target mining area, which includes uphill and downhill sections.

[0161] The first control module 502 is used to control the vehicle speed and output torque based on the current slope and remaining battery power when the vehicle's current slope indicates that the vehicle is on an uphill section.

[0162] The second control module 503 is used to control the vehicle speed and energy recovery torque based on the current slope and remaining battery power when the vehicle's current slope indicates that the vehicle is on a downhill section.

[0163] In one possible implementation, the device further includes a first determining module, used to determine a first target driving parameter of the vehicle based on the current slope and remaining battery power when the current slope of the vehicle indicates that the vehicle is on an uphill section. The first target driving parameter includes the vehicle's maximum driving speed and maximum output torque. A first control module 502 is specifically used to control the vehicle's speed and output torque based on the first target driving parameter.

[0164] In one possible implementation, the first determining module is specifically used to determine, when the current slope of the vehicle indicates that the vehicle is on an uphill section, a first driving parameter based on the current slope, the first driving parameter including the vehicle's first maximum driving speed and first maximum output torque; determine a second driving parameter based on the remaining battery power, the second driving parameter including the vehicle's second maximum driving speed and second maximum output torque; and determine a first target driving parameter based on the first driving parameter and the second driving parameter.

[0165] In one possible implementation, the first determining module is further configured to, when the current slope is greater than a first threshold, determine the first vehicle speed as the first maximum driving speed, the first vehicle speed being less than the vehicle's current maximum driving speed, and determine the first torque as the first maximum output torque, the first torque being greater than the vehicle's current maximum output torque; when the current slope is less than the first threshold, determine the second vehicle speed as the first maximum driving speed, the second vehicle speed being greater than the first vehicle speed, and determine the second torque as the first maximum output torque, the second torque being less than the first torque.

[0166] In one possible implementation, the first determining module is further configured to, when the remaining battery power is greater than the second threshold, determine the third vehicle speed as the second maximum driving speed, the third vehicle speed being greater than the vehicle's current maximum driving speed, and determine the third torque as the second maximum output torque, the third torque being greater than the vehicle's current maximum output torque; when the remaining battery power is less than the third threshold, determine the fourth vehicle speed as the second maximum driving speed, the fourth vehicle speed being less than the third vehicle speed, and determine the fourth torque as the second maximum output torque, the fourth torque being less than the third torque.

[0167] In one possible implementation, the first determining module is further used to determine the minimum maximum driving speed and the minimum maximum output torque among the first driving parameters and the second driving parameters; and to determine the minimum maximum driving speed and the minimum maximum output torque as the first target driving parameters.

[0168] In one possible implementation, the device further includes a second determining module, used to determine a second target driving parameter of the vehicle based on the current slope and remaining battery power when the current slope of the vehicle indicates that the vehicle is on a downhill section. The second target driving parameter includes the vehicle speed and energy recovery torque. The second control module 503 is specifically used to control the vehicle speed and energy recovery torque based on the second target driving parameter.

[0169] In one possible implementation, the second determining module is specifically used to determine a third driving parameter based on the current slope when the vehicle's current slope indicates that the vehicle is on a downhill section. The third driving parameter includes the vehicle's first driving speed and first energy recovery torque. Based on the remaining battery power, the module determines a fourth driving parameter, which includes the vehicle's second driving speed and second energy recovery torque. Based on the third and fourth driving parameters, the module determines a second target driving parameter.

[0170] In one possible implementation, the second determining module is further configured to, when the current slope is greater than the fourth threshold, determine the fifth vehicle speed as the first driving speed, the fifth vehicle speed being greater than the vehicle's current driving speed, and determine the fifth torque as the first energy recovery torque, the fifth torque being greater than the vehicle's current energy recovery torque; when the current slope is less than the fourth threshold, determine the sixth vehicle speed as the first driving speed, the sixth vehicle speed being less than the fifth vehicle speed, and determine the sixth torque as the first energy recovery torque, the sixth torque being less than the fifth torque.

[0171] In one possible implementation, the second determining module is further configured to: determine the seventh vehicle speed as the second driving speed when the remaining battery power is greater than the second threshold, wherein the seventh vehicle speed is greater than the current driving speed of the vehicle; and determine the seventh torque as the second energy recovery torque when the remaining battery power is less than the third threshold, wherein the eighth vehicle speed is less than the seventh vehicle speed; and determine the eighth torque as the second energy recovery torque when the remaining battery power is less than the third threshold, wherein the eighth vehicle speed is less than the seventh vehicle speed; and determine the eighth torque as the second energy recovery torque when the eighth torque is less than the seventh torque.

[0172] In one possible implementation, the second determining module is further configured to determine the second target driving parameters based on the third driving parameters and the fourth driving parameters, including: determining the minimum driving speed and the minimum energy recovery torque among the third driving parameters and the fourth driving parameters; and determining the minimum driving speed and the minimum energy recovery torque as the second target driving parameters.

[0173] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0174] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a vehicle control method.

[0175] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0176] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0177] When the functional modules are divided according to their respective functions, the device may also include a first determining module, a second determining module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0178] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0179] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0180] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0181] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0182] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0183] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0184] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0185] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0186] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0187] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining a current slope and a remaining amount of electricity of a vehicle, the vehicle being a mine truck within a target mining area, the target mining area comprising an uphill road section and a downhill road section; in a case where the current slope of the vehicle indicates that the vehicle is on the uphill road section, controlling a vehicle speed and an output torque of the vehicle according to the current slope and the remaining amount of electricity; in a case where the current slope of the vehicle indicates that the vehicle is on the downhill road section, controlling a vehicle speed and an energy recovery torque of the vehicle according to the current slope and the remaining amount of electricity.

2. The method of claim 1, wherein, The controlling, in the case where the current slope of the vehicle indicates that the vehicle is on the uphill road section, a vehicle speed and an output torque of the vehicle according to the current slope and the remaining amount of electricity comprises: in the case where the current slope of the vehicle indicates that the vehicle is on the uphill road section, determining a first target driving parameter of the vehicle according to the current slope and the remaining amount of electricity, the first target driving parameter comprising a maximum driving vehicle speed and a maximum output torque of the vehicle; controlling the vehicle speed and the output torque of the vehicle according to the first target driving parameter.

3. The method of claim 2, wherein, The determining, in the case where the current slope of the vehicle indicates that the vehicle is on the uphill road section, a first target driving parameter of the vehicle according to the current slope and the remaining amount of electricity comprises: in the case where the current slope of the vehicle indicates that the vehicle is on the uphill road section, determining a first driving parameter according to the current slope, the first driving parameter comprising a first maximum driving vehicle speed and a first maximum output torque of the vehicle; determining a second driving parameter according to the remaining amount of electricity, the second driving parameter comprising a second maximum driving vehicle speed and a second maximum output torque of the vehicle; determining the first target driving parameter according to the first driving parameter and the second driving parameter.

4. The method of claim 3, wherein, The determining a first driving parameter according to the current slope comprises: in a case where the current slope is greater than a first threshold, determining a first vehicle speed as the first maximum driving vehicle speed, the first vehicle speed being less than a current maximum driving vehicle speed of the vehicle, and determining a first torque as the first maximum output torque, the first torque being greater than a current maximum output torque of the vehicle; in a case where the current slope is less than the first threshold, determining a second vehicle speed as the first maximum driving vehicle speed, the second vehicle speed being greater than the first vehicle speed, and determining a second torque as the first maximum output torque, the second torque being less than the first torque.

5. The method of claim 3, wherein, The determining a second driving parameter according to the remaining amount of electricity comprises: in a case where the remaining amount of electricity is greater than a second threshold, determining a third vehicle speed as the second maximum driving vehicle speed, the third vehicle speed being greater than a current maximum driving vehicle speed of the vehicle, and determining a third torque as the second maximum output torque, the third torque being greater than a current maximum output torque of the vehicle; In a case where the remaining electric quantity is less than a third threshold value, a fourth vehicle speed is determined as the second maximum travel vehicle speed, the fourth vehicle speed being less than the third vehicle speed, and a fourth torque is determined as the second maximum output torque, the fourth torque being less than the third torque.

6. The method of claim 3, wherein, The determining the first target travel parameter according to the first travel parameter and the second travel parameter comprises: determining a maximum travel vehicle speed and a maximum output torque that are minimum in the first travel parameter and the second travel parameter; determining the minimum maximum travel vehicle speed and the minimum maximum output torque as the first target travel parameter.

7. The method of claim 1, wherein, The controlling the vehicle speed and the energy recovery torque of the vehicle according to the current gradient and the remaining electric quantity in a case where the current gradient of the vehicle indicates that the vehicle is on a downhill road section comprises: In a case where the current gradient of the vehicle indicates that the vehicle is on a downhill road section, determining a second target travel parameter of the vehicle according to the current gradient and the remaining electric quantity, the second target travel parameter comprising a travel vehicle speed and an energy recovery torque of the vehicle; controlling the vehicle speed and the energy recovery torque of the vehicle according to the second target travel parameter.

8. The method of claim 7, wherein, The determining a second target travel parameter of the vehicle according to the current gradient and the remaining electric quantity in a case where the current gradient of the vehicle indicates that the vehicle is on a downhill road section comprises: In a case where the current gradient of the vehicle indicates that the vehicle is on a downhill road section, determining a third travel parameter according to the current gradient, the third travel parameter comprising a first travel vehicle speed and a first energy recovery torque of the vehicle; determining a fourth travel parameter according to the remaining electric quantity, the fourth travel parameter comprising a second travel vehicle speed and a second energy recovery torque of the vehicle; determining the second target travel parameter according to the third travel parameter and the fourth travel parameter.

9. The method of claim 8, wherein, The determining a third travel parameter according to the current gradient comprises: In a case where the current gradient is greater than a fourth threshold value, determining a fifth vehicle speed as the first travel vehicle speed, the fifth vehicle speed being greater than a current travel vehicle speed of the vehicle, and determining a fifth torque as the first energy recovery torque, the fifth torque being greater than a current energy recovery torque of the vehicle; In a case where the current gradient is less than the fourth threshold value, determining a sixth vehicle speed as the first travel vehicle speed, the sixth vehicle speed being less than the fifth vehicle speed, and determining a sixth torque as the first energy recovery torque, the sixth torque being less than the fifth torque.

10. The method of claim 8, wherein, The determining a fourth travel parameter according to the remaining electric quantity comprises: In a case where the remaining electric quantity is greater than a second threshold value, determining a seventh vehicle speed as the second travel vehicle speed, the seventh vehicle speed being greater than a current travel vehicle speed of the vehicle, and determining a seventh torque as the second energy recovery torque, the seventh torque being greater than a current energy recovery torque of the vehicle; In a case where the remaining electric quantity is less than a third threshold value, a eighth vehicle speed is determined as the second travel vehicle speed, the eighth vehicle speed being less than the seventh vehicle speed, and an eighth torque is determined as the second energy recovery torque, the eighth torque being less than the seventh torque.

11. The method of claim 8, wherein, The determining the second target travel parameter according to the third travel parameter and the fourth travel parameter comprises: determining a minimum travel vehicle speed and a minimum energy recovery torque from the third travel parameter and the fourth travel parameter; determining the minimum travel vehicle speed and the minimum energy recovery torque as the second target travel parameter.

12. A vehicle control device characterized by comprising: The apparatus comprises: an obtaining module, configured to obtain a current slope and a remaining electric quantity of a vehicle, the vehicle being a mine truck in a target mine area, the target mine area comprising an uphill road section and a downhill road section; a first control module, configured to, in a case where the current slope of the vehicle indicates that the vehicle is in the uphill road section, control a vehicle speed and an output torque of the vehicle according to the current slope and the remaining electric quantity; a second control module, configured to, in a case where the current slope of the vehicle indicates that the vehicle is in the downhill road section, control a vehicle speed and an energy recovery torque of the vehicle according to the current slope and the remaining electric quantity.

13. A vehicle characterized by comprising: The vehicle comprises: a memory, configured to store executable program code; a processor, configured to call and run the executable program code from the memory, so that the vehicle performs the method according to any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, when the computer program is executed, the method according to any one of claims 1 to 11 is realized. The computer readable storage medium stores a computer program, when the computer program is executed, the method according to any one of claims 1 to 11 is realized.

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