New energy vehicle power smoothness control method based on predicted road condition

Abstract

The invention discloses a new energy vehicle power smoothness control method based on predicted road conditions. According to the control method, slope information of a future driving road section of a vehicle is obtained, after it is judged that the vehicle enters a ramp control mode, the required torque of the whole vehicle is calculated according to the vehicle mass, the slope and the target vehicle speed, then the output torque limiting value of a motor is determined on the basis of the required torque, and finally the actual torque output of the motor is controlled according to the limiting value. Through the steps, before the vehicle is faced with large-load working conditions such as climbing, the working point of the motor is controlled within a sustainable range in advance by predictively and actively limiting the torque output upper limit, so that the power interruption feeling caused by sudden torque limiting due to overheat of the motor during driving on a ramp is effectively avoided, and the service life of the vehicle is prolonged. And the smoothness of power output of the whole vehicle and the driving experience are obviously improved.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle control technology, and in particular to a method for controlling the power smoothness of new energy vehicles based on predicted road conditions. Background Technology

[0002] New energy commercial vehicles, especially heavy-duty trucks, face complex operating conditions and have a wide range of load variations during operation. While electric motors, as power sources, have the advantage of fast response, they generate a lot of heat when operating at peak power. Under prolonged high-load operation (such as long-distance uphill climbing), if the driver continuously requests maximum power output, the motor will heat up rapidly, causing the electronic control system to forcibly limit torque output for a short period to avoid overheating damage (i.e., "torque limiting"). This sudden power loss will give the driver a noticeable "power interruption," affecting the driving experience and driving safety. At the same time, drastic power fluctuations will also reduce the overall energy utilization efficiency of the vehicle and shorten the driving range.

[0003] In existing technologies, most power control strategies rely on reactive control based on the current vehicle state (such as current motor temperature and current gradient), lacking the ability to anticipate road conditions ahead. By the time the system detects excessively high temperatures and initiates torque limiting, power attenuation has already occurred, making a smooth transition impossible. Therefore, there is an urgent need for a control method that can predict road conditions in advance and proactively and smoothly manage power output based on the predicted information. Summary of the Invention

[0004] The purpose of this application is to overcome the shortcomings of existing technologies and propose a method for controlling the power smoothness of new energy vehicles based on predicted road conditions. This control method predicts slope information in advance, intelligently calculates and limits the upper limit of torque output, and coordinates the improvement of cooling capacity, thereby achieving a smooth transition of power output while ensuring power performance and avoiding the feeling of sudden power drop during driving.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] In a first aspect, embodiments of this application provide a method for controlling the powertrain smoothness of a new energy vehicle based on predicted road conditions, including:

[0007] Obtain the slope information of the current road segment the vehicle is traveling on;

[0008] Determine whether to enter ramp control mode based on the slope information;

[0009] If the slope control mode is entered, the required torque of the whole vehicle is obtained based on the vehicle mass, slope information and target speed.

[0010] The motor output torque limit is determined based on the required torque.

[0011] The actual output torque of the motor is controlled according to the motor output torque limit.

[0012] Furthermore, the slope information is the average slope angle within a predicted path segment in the future; when the average slope angle is greater than the steep slope judgment limit, the slope control mode is triggered.

[0013] Furthermore, the required torque for the entire vehicle is obtained through the following methods:

[0014] F = m·g·sinθ + C roll ·m·g·cosθ+0.5·C d ·A f ·V²

[0015] T r =F / (μ·Gear ratio )

[0016] Where F represents the total driving force; m represents the total mass of the vehicle; θ represents the road slope angle; V represents the target vehicle speed; C roll C represents the rolling resistance coefficient. d Indicates the drag coefficient; A f μ represents the vehicle's frontal area; μ represents the motor's transmission efficiency; Gear ratio T represents the speed ratio calculated from the wheel change to the motor end; r This indicates the required torque for the entire vehicle.

[0017] Furthermore, the motor output torque limit is determined in the following way:

[0018] T lim =T r ×(1+delta)

[0019] Where delta represents the torque margin coefficient; T lim This indicates the motor's output torque limit.

[0020] Furthermore, the actual output torque of the motor is taken as the smaller value between the motor output torque limit and the motor maximum torque, and is compared with the torque required by the pedal before being output.

[0021] Furthermore, when entering ramp control mode, the cooling capacity of the motor cooling system is simultaneously increased.

[0022] Furthermore, the improvement in cooling capacity is achieved by adjusting the cooling flow rate:

[0023] Flow cool =(1+Cool fac (θ))×Flow cool_raw

[0024] Among them, Flow cool Indicates the corrected cooling flow rate; Cool fac (θ) represents the cooling flow correction factor based on the road slope angle θ; Flow cool_raw This indicates the basic cooling flow rate.

[0025] Furthermore, the control method is applicable to new energy commercial vehicles, including pure electric or fuel cell vehicles.

[0026] Secondly, embodiments of this application provide an electronic device, including: one or more processors;

[0027] A memory for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are able to implement the steps of any of the preceding control methods.

[0028] Thirdly, embodiments of this application provide a computer-readable medium storing a computer program, which, when executed by a processor, can implement the steps of the control method described in any of the foregoing claims.

[0029] This application discloses a method for controlling the smoothness of power delivery in new energy vehicles based on predicted road conditions. This method acquires the gradient information of the future driving segment and, after determining whether to enter a slope control mode, calculates the required torque of the vehicle based on its mass, gradient, and target speed. Then, based on this required torque, it determines the output torque limit of the motor and ultimately controls the actual torque output of the motor according to this limit. Through these steps, this application pre-controls the motor's operating point within a sustainable range by predictively and actively limiting the upper limit of torque output before the vehicle faces high-load conditions such as climbing hills. This effectively avoids the feeling of power interruption caused by sudden torque limiting due to motor overheating during hill driving, significantly improving the smoothness of the vehicle's power output and the driving experience. Attached Figure Description

[0030] Figure 1 A core flowchart of a new energy vehicle power smoothness control method based on predicted road conditions provided in the embodiments of this application;

[0031] Figure 2 This is a schematic diagram illustrating the process of generating the actual output torque of the motor provided in an embodiment of this application.

[0032] Figure 3 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0033] To enable those skilled in the art to better understand the technical solutions of this application, exemplary embodiments of this application are described below with reference to the accompanying drawings, including various details of the embodiments of this application to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this application. Similarly, for clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description. Unless otherwise specified, the various embodiments of this application and the features within those embodiments can be combined with each other.

[0034] As used herein, the term "and / or" includes any and all combinations of one or more of the associated enumerated entries. The terminology used herein is for describing particular embodiments only and is not intended to limit the application. As used herein, the singular forms "a" and "the" are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that when the terms "comprising" and / or "made of" are used herein, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as "connected" or "linked" are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0035] Unless otherwise specified, all terms used in this application (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It should also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant art and this application, and will not be interpreted as having an idealized or overly formal meaning, unless expressly so defined in this application.

[0036] New energy heavy-duty commercial vehicles operate under complex conditions and have a wide range of load variations. If the driver continuously requests maximum power output, the motor generates a lot of heat during peak power operation, requiring torque limiting to reduce temperature after only a few minutes. This results in a perceived power reduction and inability to accelerate, as well as low operating efficiency, shortening the vehicle's mileage. This application designs a method for limiting the maximum torque capacity of the electric drive system based on different vehicle operating states. This method ensures smooth power output without noticeable power reduction during prolonged high-load operation. The method calculates the vehicle's slope load based on vehicle weight and gradient, and then calculates the torque limit target and gear based on the target vehicle speed on the slope. Simultaneously, cooling capacity can be increased in advance to minimize torque attenuation during slope operation.

[0037] refer to Figure 1 and Figure 2 One embodiment of this application proposes a method for controlling the power smoothness of new energy vehicles based on predicted road conditions, which may specifically include the following steps.

[0038] Step 1: Obtain the slope information of the current road segment the vehicle is traveling on.

[0039] Specifically, the vehicle obtains road information for the path 1 kilometer ahead through an in-vehicle navigation system or vehicle-to-infrastructure communication system, and calculates the average slope angle θ of that path as 4%. The slope information mentioned in claim 1 is the average slope angle θ, which is the integral average of the road slope angle read from map information and calculated over a distance L of the predicted future driving route.

[0040] Step 2: Determine whether to enter the ramp control mode based on the slope information.

[0041] Specifically, the system's preset steep slope judgment limit θ0 is 3%. Since θ > θ0, the system determines to enter the slope control mode (i.e., activate slope torque control). This allows for early identification of slope conditions, reserving response time for torque control.

[0042] Step 3: If the slope control mode is entered, the required torque of the whole vehicle is obtained based on the vehicle mass, slope information and target speed.

[0043] Specifically, the vehicle's total mass m is obtained through the vehicle's built-in acceleration sensor, and the permissible speed (target speed) V based on the gradient is determined by road speed limits and economic considerations. The total driving force F is calculated using this information, and then the required torque T for the entire vehicle is obtained by converting the motor transmission efficiency and speed ratio. r .

[0044] The required torque T of the whole vehicle r Obtain it through the following methods:

[0045] F = m·g·sinθ + C roll ·m·g·cosθ+0.5·C d ·A f ·V² (1)

[0046] T r =F / (μ·Gear ratio (2)

[0047] Where F represents the total driving force; m represents the total mass of the vehicle; θ represents the road slope angle; V represents the target vehicle speed; C roll C represents the rolling resistance coefficient. d Indicates the drag coefficient; A f μ represents the vehicle's frontal area; μ represents the motor's transmission efficiency; Gear ratioT represents the speed ratio calculated from the wheel change to the motor end; r This indicates the required torque for the entire vehicle.

[0048] In equation (1), m·g·sinθ is the slope resistance, which is the component of the vehicle's weight in the direction parallel to the slope. It is positive when going uphill and requires power to overcome; it is negative when going downhill and becomes the source of power.

[0049] C roll m·g·cosθ represents rolling resistance, which is the resistance generated by tire deformation and uneven road surfaces. It is directly proportional to the normal force exerted by the vehicle on the road surface (m·g·cosθ).

[0050] 0.5°C d ·A f • V² represents air resistance, which is the resistance a vehicle faces as it moves against the flow of air. It is proportional to the square of the vehicle's speed and becomes the primary resistance at high speeds.

[0051] Equation (2) is used to convert the total driving force F acting on the wheels into the torque T required on the motor output shaft. r .

[0052] The total driving force F is the force acting on the circumference of the wheel. Multiplying it by the wheel radius gives the wheel torque. Equation (2) is obtained through Gear... ratio μ directly performs the conversion from the wheel end to the motor end. F / Gear ratio Essentially, it converts the force (or torque) at the wheel end to the motor end according to the speed ratio. Dividing by the motor transmission efficiency μ is to compensate for the power loss during transmission, that is, the motor actually needs to output a larger torque than the theoretical value to ensure that enough torque is transmitted to the wheel.

[0053] The system dynamically calculates the torque required to maintain a constant speed while climbing a hill based on real-time vehicle weight, gradient angle, and target economic speed. This allows for precise matching of power demands, avoiding excessive output that leads to energy waste.

[0054] Step 4: Determine the motor output torque limit based on the required torque.

[0055] Specifically, in order to cope with acceleration or load fluctuations, a certain percentage of margin needs to be added to the required torque.

[0056] The motor output torque limit is determined in the following way:

[0057] T lim =T r ×(1+delta) (3)

[0058] Here, delta represents the torque margin coefficient, which is a settable percentage value (e.g., 0.1 represents 10%). It is used to provide a certain degree of acceleration or load fluctuation capability above the basic torque requirement, avoiding excessive limitation that would prevent the vehicle from accelerating. lim The value represents the motor output torque limit, which is the maximum torque value that the system allows the motor to output and is the key threshold for final control. The setting of equation (3) ensures smooth power delivery while retaining a certain acceleration capability.

[0059] Step 5: Control the actual output torque of the motor according to the motor output torque limit.

[0060] Specifically, when θ > θ0, it indicates that the route has a long uphill climb, based on the T calculated above. lim With respect to the torque capacity T of the motor itself max Take the smaller value as the required torque T for the pedal. acc The upper limit value is taken as the smaller of the two as the actual output torque T of the motor. out When θ < θ0, it is still determined by T. max As T acc The upper limit and the lower limit are taken as the actual output torque T of the motor. out .

[0061] In some embodiments, the system will calculate T lim With the motor's maximum torque capacity T max Compare the two values ​​and take the smaller value as the pedal torque T. acc The upper limit of T. Assume T... lim 2200 N·m, T max If the torque is 2500 N·m, then the required torque T for the pedal is... acc The actual output torque is 2200 N·m. After that, regardless of how deeply the driver depresses the accelerator pedal, the actual output torque T of the motor remains constant. out None of them will exceed 2200 N·m. This limits the motor's operating point to a sustainable range in advance.

[0062] In some embodiments, when entering ramp control mode, the cooling capacity of the motor cooling system is simultaneously increased. That is, when θ>θ0, to further enhance the continuous torque output capability, the system immediately increases the cooling capacity, increasing the basic cooling flow rate. cool_raw (Depending on the cooling medium, including water cooling and oil cooling) The cooling flow rate is corrected using the Cool factor. fac (θ) is corrected, Cool fac (θ) represents the cooling flow correction factor based on the road slope angle θ. Improved cooling capacity is achieved by correcting the cooling flow rate:

[0063] Flowcool =(1+Cool fac (θ))×Flow cool_raw (4)

[0064] Among them, Flow cool This indicates the corrected cooling flow rate, which is the target coolant flow rate as ultimately commanded by the system. fac (θ) represents the cooling flow correction coefficient based on the road slope angle θ, which is a coefficient obtained by looking up a table or calculating based on the predicted slope angle θ. The steeper the slope, the larger this coefficient value, meaning that stronger cooling is required. cool_raw This represents the basic cooling flow rate, which is the cooling flow rate provided by the system to maintain the basic operating temperature of the motor under normal operating conditions. Equation (4) is used to actively improve the heat dissipation capacity of the motor when a slope is predicted.

[0065] In some embodiments, upon entering the ramp control mode, the system queries a preset Cool value based on a ramp angle θ = 4°. fac The (θ) mapping table yields a correction factor of 0.2 (i.e., a 20% increase in cooling capacity). The system then instructs the cooling system to increase the base cooling flow rate. cool_raw Upgrade to Flow cool =(1+0.2) ×Flow cool_raw Active cooling is implemented. This allows for early heat dissipation, delaying motor temperature rise and ensuring continuous torque output. Furthermore, a steeper slope results in a higher cooling flow correction coefficient and stronger heat dissipation capacity.

[0066] Equations (1) to (4) are interconnected. Equations (1) and (2) establish the relationship between road conditions (θ) and vehicle conditions (m, V) and power demand (T). r The accurate physical model of ) is given by equation (3). Based on this model, a control strategy (delta) is added to form the final torque limit (T). lim Equation (4) is a parallel thermal management strategy that ensures continuous power output. The entire system embodies the complete closed-loop control concept from "perception-prediction-decision-execution".

[0067] The control method proposed in this application is applicable to new energy commercial vehicles, including pure electric or fuel cell vehicles. This method is particularly suitable for electric heavy-duty trucks climbing hills on mountain roads. This improves the power response and driving experience of commercial vehicles under complex operating conditions.

[0068] The advantages of this application compared to the prior art include:

[0069] 1. Improved smoothness: By predicting road conditions, the motor output torque is limited to a reasonable and sustainable level in advance, avoiding sudden and drastic torque decay triggered by motor overheating, resulting in smooth power output changes and significantly improving driving smoothness.

[0070] 2. Energy consumption optimization: Output is limited based on the precisely calculated torque required for the slope, avoiding unnecessary power excess, improving energy utilization efficiency, and helping to extend the vehicle's driving range.

[0071] 3. Enhanced system reliability: The enhanced cooling strategy, which intervenes in advance, provides better thermal management for the motor under climbing conditions, delays the temperature rise of the motor, and ensures the continuous output capability and service life of the power system.

[0072] Based on the same inventive concept, embodiments of this application also provide an electronic device. Figure 3 This is a structural block diagram of an electronic device provided in an embodiment of this application. Figure 3 As shown in the embodiments of this application, an electronic device includes: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0073] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0074] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0075] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0076] This application also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the control methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0077] This application also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described control method.

[0078] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0079] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0080] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0081] The computer program instructions used to perform the operations of this application may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuits, such as programmable logic circuits, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), are personalized by utilizing the status information of the computer-readable program instructions. These electronic circuits can execute the computer-readable program instructions to implement various aspects of this application.

[0082] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0083] Various aspects of this application are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0084] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0085] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0086] The flowcharts or block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, or computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0087] Exemplary embodiments have been disclosed in this application, and while specific terminology has been used, it is used only and should be interpreted in a general illustrative sense and is not intended to be limiting. In some embodiments, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of this application as set forth by the appended claims.

Claims

1. A method for controlling the powertrain smoothness of new energy vehicles based on predicted road conditions, characterized in that, include: Obtain the slope information of the current road segment the vehicle is traveling on; Determine whether to enter ramp control mode based on the slope information; If the slope control mode is entered, the required torque of the whole vehicle is obtained based on the vehicle mass, slope information and target speed. The motor output torque limit is determined based on the required torque. The actual output torque of the motor is controlled according to the motor output torque limit.

2. The control method according to claim 1, characterized in that, The slope information is the average slope angle within a predicted path segment in the future; when the average slope angle is greater than the steep slope judgment limit, the slope control mode is triggered.

3. The control method according to claim 1, characterized in that, The required torque for the entire vehicle is obtained in the following ways: F=m·g·sinθ+C roll ·m·g·cosθ+0.5·C d ·A f ·V² T r =F / (μ·Gear ratio ) Where F represents the total driving force; m represents the total mass of the vehicle; θ represents the road slope angle; V represents the target vehicle speed; C roll C represents the rolling resistance coefficient. d Indicates the drag coefficient; A f μ represents the vehicle's frontal area; μ represents the motor's transmission efficiency; Gear ratio T represents the speed ratio calculated from the wheel change to the motor end; r This indicates the required torque for the entire vehicle.

4. The control method according to claim 3, characterized in that, The motor output torque limit is determined in the following way: T lim =T r ×(1+delta) Where delta represents the torque margin coefficient; T lim This indicates the motor's output torque limit.

5. The control method according to claim 4, characterized in that, The actual output torque of the motor is taken as the smaller value between the motor output torque limit and the motor maximum torque, and is compared with the torque required by the pedal before being output.

6. The control method according to claim 1, characterized in that, When entering ramp control mode, the cooling capacity of the motor cooling system is simultaneously increased.

7. The control method according to claim 6, characterized in that, The improvement in cooling capacity is achieved by adjusting the cooling flow rate: Flow cool =(1+Cool fac (θ))×Flow cool_raw Among them, Flow cool Indicates the corrected cooling flow rate; Cool fac (θ) represents the cooling flow correction factor based on the road slope angle θ; Flow cool_raw This indicates the basic cooling flow rate.

8. The control method according to claim 1, characterized in that, The control method is applicable to new energy commercial vehicles, including pure electric or fuel cell vehicles.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors are enabled to implement the steps of the control method as described in any one of claims 1 to 8.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it can implement the steps of the control method as described in any one of claims 1 to 8.

Images