Method for calibrating electric vehicle, controller, electric vehicle and program product

Abstract

The invention relates to a method for calibrating an electric vehicle, a controller, an electric vehicle and a program product. The method includes determining a set of converted angles corresponding to a set of actual angles of a handlebar of the electric vehicle from a starting position to an end position. The method includes determining a first calibrated angle of the handlebar corresponding to zero output power of the electric vehicle and a second calibrated angle corresponding to maximum output power of the electric vehicle based on a set of actual angles and a set of converted angles. The method further comprises the step of calibrating the rotating handle of the electric vehicle according to the first calibration angle and the second calibration angle. According to the embodiment of the invention, the rotating handle of the electric vehicle can be adaptively adjusted, and the safety and reliability of the electric vehicle are improved.

Description

Technical Field

[0001] The embodiments of this disclosure generally relate to the field of smart devices, and more specifically to methods, controllers, electric vehicles, and program products for calibrating electric vehicles. Background Technology

[0002] Electric vehicles, such as electric bicycles, electric motorcycles, electric tricycles, and scooters, typically use batteries as auxiliary power sources. By converting the electrical energy released by the battery into the mechanical energy of the electric motor, they can achieve electric or electric-assisted propulsion functions. Due to their ease of operation, low price, and clean and environmentally friendly nature, electric vehicles are becoming an increasingly widely used mode of transportation in today's society.

[0003] The speed control components of an electric vehicle, such as the throttle, are used to control the starting and speed regulation of the vehicle. They control the speed by transmitting speed adjustment signals to the controller. The throttle typically contains a Hall effect sensor. When the rider turns the throttle, the Hall effect sensor generates a corresponding voltage signal based on the rotation angle of the throttle and transmits this signal to the controller. This voltage signal is proportional to the rider's desired speed. The controller can then output a control signal to the motor driver based on the voltage signal to drive the motor's output torque, thereby regulating the speed of the electric vehicle. Summary of the Invention

[0004] Embodiments of this disclosure provide a method, controller, electric vehicle, and program product for calibrating an electric vehicle.

[0005] In a first aspect of this disclosure, a method for calibrating an electric vehicle is provided. The method includes determining a set of converted angles corresponding to a set of actual angles of the electric vehicle's throttle from a starting position to an ending position. The method further includes determining a first calibration angle and a second calibration angle of the throttle based on the set of actual angles and the set of converted angles, the first calibration angle corresponding to zero output power of the electric vehicle and the second calibration angle corresponding to maximum output power of the electric vehicle. Furthermore, the method includes calibrating the electric vehicle's throttle based on the first calibration angle and the second calibration angle.

[0006] In a second aspect of this disclosure, an apparatus for calibrating an electric vehicle is provided. The apparatus includes a converted angle determination module configured to determine a set of converted angles corresponding to a set of actual angles of the electric vehicle's throttle from a starting position to an ending position. The apparatus also includes a calibration angle determination module configured to determine a first calibration angle and a second calibration angle of the throttle based on the set of actual angles and the set of converted angles, wherein the first calibration angle corresponds to zero output power of the electric vehicle, and the second calibration angle corresponds to maximum output power of the electric vehicle. Furthermore, the apparatus includes a throttle calibration module configured to calibrate the electric vehicle's throttle according to the first calibration angle and the second calibration angle.

[0007] In a third aspect of this disclosure, a controller is provided. The controller includes at least one processor. The controller also includes memory coupled to the at least one processor and having instructions stored thereon, which, when executed by the at least one processor, cause the controller to perform the method provided according to the first aspect.

[0008] In a fourth aspect of this disclosure, an electric vehicle is provided. The electric vehicle includes a throttle and a controller provided according to a third aspect of this disclosure.

[0009] In a fifth aspect of this disclosure, a computer program product is provided, comprising a computer program that is executed by a processor to implement the method provided in the first aspect.

[0010] In a sixth aspect of the disclosure, a machine-readable storage medium is provided. The machine-readable storage medium stores machine-executable instructions, which are executed by a processor to implement the method provided according to a first aspect of this disclosure.

[0011] It should be understood that the description in the Summary of the Invention section is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0012] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0013] Figure 1 A schematic diagram of an example environment in which methods and / or apparatuses according to some embodiments of the present disclosure may be implemented is shown;

[0014] Figure 2 A flowchart of a method for calibrating an electric vehicle according to some embodiments of the present disclosure is shown;

[0015] Figure 3 A flowchart is shown below illustrating another method for calibrating an electric vehicle according to some embodiments of the present disclosure;

[0016] Figure 4 A schematic diagram illustrating an exemplary relationship between voltage and angle according to some embodiments of the present disclosure is shown;

[0017] Figure 5 A schematic diagram of a throttle control circuit according to some embodiments of the present disclosure is shown;

[0018] Figure 6 A schematic diagram illustrating an exemplary relationship between a set of actual angles and a set of converted angles according to some embodiments of the present disclosure is shown;

[0019] Figure 7 A schematic diagram illustrating the determination of a first calibration angle and a second calibration angle according to some embodiments of the present disclosure is shown;

[0020] Figure 8 A block diagram of a device for controlling an electric vehicle according to some embodiments of the present disclosure is shown; and

[0021] Figure 9 A block diagram of a controller that can implement several embodiments of the present disclosure is shown.

[0022] In all the accompanying figures, the same or similar reference numerals denote the same or similar elements. Detailed Implementation

[0023] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0024] In the description of embodiments of this disclosure, the term "comprising" and similar terms should be understood as open-ended inclusion, i.e., "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment". The terms "first", "second", etc., may refer to different or the same objects. Other explicit and implicit definitions may also be included below.

[0025] The speed-operated components of an electric vehicle, such as the throttle, control the torque of the electric motor by transmitting a voltage signal associated with the rotation angle to the controller, thereby regulating the vehicle's speed. However, due to tolerances in the components of the throttle and its control circuitry (such as the electronic control unit (ECU)), caused by factors such as temperature coefficients, soldering heat, substrate bending, electrostatic discharge (ESD), vibration, aging, or external damage such as water ingress, the throttle angle of an electric vehicle may have some defects. For example, the throttle control circuitry may have to sacrifice some rotation angles (such as not reaching the maximum mechanically rotatable angle), or there may be some torque even before the throttle is turned, posing a risk of the vehicle starting immediately upon power-on, or the maximum torque may not be reached even when the throttle is rotated to its maximum angle, limiting the vehicle's speed, and so on. These defects reduce riding safety and the riding experience.

[0026] Therefore, embodiments of this disclosure provide a method for controlling an electric vehicle. First, a set of converted angles corresponding to a set of actual angles of the electric vehicle's throttle from a starting position to an ending position are determined. Then, based on the set of actual angles and the set of converted angles, a first calibration angle and a second calibration angle of the throttle are determined. The first calibration angle corresponds to zero output power of the electric vehicle, and the second calibration angle corresponds to the maximum output power of the electric vehicle. Further, the electric vehicle's throttle is calibrated based on the first and second calibration angles. In this way, by calculating two calibration angles based on the converted angles determined from the actual angles of the electric vehicle's throttle and then calibrating the throttle, the electric vehicle's throttle can be adaptively adjusted. This avoids situations where the electric vehicle has power even before the throttle is turned or where the electric vehicle cannot reach its maximum output power even when the throttle is at full range, thus improving the safety and reliability of the electric vehicle.

[0027] The embodiments of this disclosure will now be described in further detail with reference to the accompanying drawings, wherein... Figure 1 A schematic diagram of an example environment 100 in which methods and / or apparatuses according to some embodiments of the present disclosure may be implemented is shown.

[0028] like Figure 1As shown, example environment 100 includes an electric vehicle 102. The electric vehicle 102 is driven by a rider on a road. The electric vehicle 102 includes a controller 104 and a throttle 106. The controller 104 includes a program for calibrating the electric vehicle 102, for example, calibrating the throttle 106 of the electric vehicle 102. In one example, the controller 104 may be an ECU within the electric vehicle 102. In another example, the controller 104 may be a controller separate from the ECU within the electric vehicle 102. In some embodiments, the controller 104 may be implemented by any suitable computing device, including but not limited to personal computers, handheld or laptop devices, mobile devices, multiprocessor systems, consumer electronics, minicomputers, distributed computing environments including any of the systems or devices described above, etc.

[0029] exist Figure 1 In the example, controller 104 can determine a set of converted angles 110 corresponding to a set of actual angles 108 of the throttle 106 of electric vehicle 102 from a starting position to an ending position. For example, during the rotation of the throttle 106 of electric vehicle 102 from zero position to full scale position, a set of actual angles 108 can be read by sampling measurement (e.g., by an angle measuring tool), and controller 104 can determine a set of converted angles 110 associated with the set of actual angles 108.

[0030] In some embodiments, a set of converted angles 110 is determined by a Hall sensor within the throttle 106 and a controller 104. The Hall sensor is a magnetic induction sensor based on the Hall effect. When the throttle 106 is rotated, the magnet inside rotates accordingly, changing the direction and intensity of the magnetic field. The Hall sensor detects this change in magnetic field and converts it into a voltage signal output. The magnitude of the voltage signal is proportional to the angle of the throttle 106. The voltage signal output by the Hall sensor is transmitted via wires to the controller 104 of the electric vehicle 102. Upon receiving the voltage signal, the controller 104 determines the converted angle 110 of the throttle 106 based on the relationship between voltage and angle, and the voltage signal itself. It should be understood that this relationship between voltage and angle is determined by the intrinsic properties of the Hall sensor. The voltage signal generated by the Hall sensor based on the actual angle of the throttle is also referred to hereinafter as the measured voltage.

[0031] In some embodiments, a set of converted angles 110 is determined by a potentiometer within the throttle 106 and a controller 104. The potentiometer is a variable resistor whose resistance changes as the throttle 106 is rotated. When the throttle 106 is rotated, the sliding contact of the potentiometer moves across a resistive element to change the resistance value. The angular position of the throttle 106 can be determined by measuring the voltage across the potentiometer. The voltage signal output by the potentiometer is also transmitted to the controller 104 via a wire. The controller 104 calculates the converted angles 110 of the throttle 106 based on the magnitude of the voltage signal. It should be understood that the relationship between this voltage and angle is determined by the intrinsic properties of the potentiometer. The voltage signal generated by the potentiometer based on the actual angle of the throttle is also referred to hereinafter as the measured voltage.

[0032] Then, the controller 104 can determine a calibration angle 112 (also called a first calibration angle) and a calibration angle 114 (also called a second calibration angle) for the throttle 106 based on a set of actual angles 108 and a set of converted angles 110. For example, calibration angle 112 corresponds to zero output power of the electric vehicle 102, and calibration angle 114 corresponds to the maximum output power of the electric vehicle 102. In some embodiments, calibration angle 112 can be the critical angle at which the electric vehicle 102 transitions from no output power to output power, and calibration angle 114 can be the critical angle at which the electric vehicle 102 transitions from increasing output power to maximum voltage.

[0033] Next, the controller 104 can calibrate the throttle 106 of the electric vehicle 102 based on calibration angles 112 and 114. For example, when the controller 104 detects that the rotation angle position of the throttle 106 has reached the calibration angle 112, it can send a control signal to the motor of the electric vehicle 102 to start the motor and drive the electric vehicle 102. For example, when the controller 104 detects that the rotation angle position of the throttle 106 has reached the calibration angle 114, it can send a control signal to the motor of the electric vehicle 102 to make the motor reach the maximum torque corresponding to the maximum output power, and then maintain the maximum torque even if the rotation angle of the throttle 106 continues to increase.

[0034] It should be understood that the architecture and functionality in example environment 100 are described for illustrative purposes only and do not imply any limitation on the scope of this disclosure. Embodiments of this disclosure can also be applied to other environments with different structures and / or functionalities.

[0035] The above combination Figure 1 A block diagram of an example system 100 in which embodiments of the present disclosure can be implemented is described. The following is in conjunction with… Figure 2 A flowchart of a method 200 for calibrating an electric vehicle according to some embodiments of the present disclosure is shown. Method 200 can be performed in... Figure 1It is executed at controller 104 and any suitable vehicle controller.

[0036] As shown in Figure 200, at point 202, a set of converted angles corresponding to a set of actual angles of the throttle of the electric vehicle from the starting position to the ending position are determined. For example, during the rotation of the throttle of the electric vehicle 102 from the zero position to full scale, the corresponding actual angle 108 can be acquired and recorded, and the corresponding converted angle 110 corresponding to the actual angle 108 can be determined by the controller 104. For example, after the electric vehicle 102 is powered on but before it is driven, as the throttle rotates from the starting position to the ending position, a set of converted angles corresponding to a set of actual angles of the throttle of the electric vehicle 102 are calculated.

[0037] At point 204, a first calibration angle and a second calibration angle of the throttle are determined based on a set of actual angles and a set of converted angles, wherein the first calibration angle corresponds to zero output power of the electric vehicle, and the second calibration angle corresponds to maximum output power of the electric vehicle. For example, controller 104 may determine the calibration angle of the throttle 106 for zero power and the calibration angle for maximum power based on a set of actual angles 108 and a set of converted angles 110. In embodiments of this disclosure, calibration angle 112 is also referred to as the calibration angle for zero power, and calibration angle 114 is also referred to as the calibration angle for maximum power.

[0038] In some embodiments, the controller 104 may determine a relationship between a set of actual angles 108 and a set of converted angles 110, for example, a set of discrete points, based on a set of actual angles 108 and a set of converted angles 110. The controller 104 may then fit this relationship to a line representing the relationship and determine two calibration angles based on the inflection points of the line.

[0039] At 206, the throttle of the electric vehicle is calibrated according to the first calibration angle and the second calibration angle. For example, the controller 104 can use the calibration angle 112 as the angle at which the electric vehicle 102 begins to output power, and the calibration angle 114 as the angle at which the electric vehicle 102 begins to output maximum power, thereby calibrating the throttle 106 of the electric vehicle 102.

[0040] In some embodiments, the controller 104 can control the speed of the electric vehicle 102 during its movement based on the calibrated throttle angle. For example, when the controller 104 detects that the throttle 106 has reached the calibrated angle 112, it begins to output a control signal to drive the motor to start having torque, thereby starting the electric vehicle 102. When the controller detects that the throttle 106 has reached the calibrated angle 114, it outputs a control signal to drive the motor to output and subsequently maintain maximum torque, thereby causing the electric vehicle 102 to reach and subsequently maintain maximum speed.

[0041] According to method 200, the electric vehicle throttle is calibrated by calculating two calibration angles based on the converted angle determined by the actual angle of the throttle. This allows for adaptive adjustment of the throttle, preventing the electric vehicle from having power consumption before the throttle is turned or from failing to reach maximum output power when the throttle is at full range, thus improving the safety and reliability of the electric vehicle.

[0042] The above combination Figure 2 A flowchart of a method 200 for calibrating an electric vehicle according to some embodiments of the present disclosure is shown. The following is in conjunction with... Figure 3 A flowchart of another method 300 for calibrating an electric vehicle according to some embodiments of the present disclosure is shown. Figure 3 Another method, 300, is further refined. Figure 2 Each step of Chinese method 200.

[0043] At point 302, the initial position of the throttle is determined. For example, it is determined whether the initial position of the throttle is greater than an angle threshold. For example, the controller can measure the initial angle position of the throttle and compare it with an angle threshold when the electric vehicle is powered on but has not yet turned the throttle. In some embodiments, the angle threshold can be a value greater than the rated starting angle of the electric vehicle, preferably, the angle threshold is relatively small. For example, the angle threshold can be 5°, 8°, 10°, or 15°, etc. It should be understood that these specific values ​​are merely exemplary and are not intended to limit the scope of protection of this disclosure.

[0044] At point 304, if the initial position of the throttle is determined to be greater than the angle threshold, an error is reported. In some implementations, errors can be reported via sound, light, or software alerts to remind the user to have the electric vehicle inspected.

[0045] At point 306, if the initial position of the throttle is less than or equal to the angle threshold, a set of actual angles of the throttle are obtained based on the rotation of the throttle on the electric vehicle for adaptive calibration. In some embodiments, an angle measuring tool can be used to acquire the actual angles of the throttle and record the corresponding actual angles. For example, a protractor, universal angle gauge, or other angle measuring tools can be selected. If a protractor is used, its center can be aligned with the axis of the handlebars, and a clamp or tape can be used to fix the protractor to the throttle to ensure that the protractor does not move during measurement. If a universal angle gauge is used, one side can be placed against the throttle, and the position of the angle gauge can be adjusted to accurately measure the rotation angle of the throttle.

[0046] Then, slowly and smoothly rotate the throttle of the electric vehicle and observe the change in its position relative to a protractor or universal bevel gauge. When the throttle is in different angular positions, read the corresponding angle values ​​on the protractor or universal bevel gauge. In some embodiments, the angle of the throttle can be increased in increments of 2°, 5°, or 10°. It should be understood that the angle measuring tool may also include an electronic device application or measurement software. It should be noted that these specific values ​​are merely exemplary and are not intended to limit the scope of this disclosure.

[0047] In some embodiments, when the actual angle of the throttle is small or large, for example, when the throttle is near the starting position or the ending position, the angle of the throttle can be increased in small steps (e.g., 0.5° or 1°, etc.) to accurately determine the critical angle at which the output voltage of the throttle changes from zero to non-zero and the second critical angle at which the output voltage becomes its maximum value. When the angle of the throttle is in an intermediate position, the angle of the throttle can be increased in certain steps, such as 2°, 5°, or 10°, etc. Similarly, it should be noted that these specific values ​​are merely exemplary and are not intended to limit the scope of protection of this disclosure.

[0048] At point 308, a set of measured voltages corresponding to a set of actual angles of the throttle are determined. In some embodiments, during the rotation of the throttle of the electric vehicle, a Hall sensor or potentiometer within the throttle can generate a corresponding voltage signal (also referred to as a measured voltage) as the angular position changes. The voltage signal from the throttle is then transmitted to the ADC, and the controller can read the ADC readings to determine a set of voltage signals (i.e., a set of measured voltages) corresponding to a set of actual angles of the throttle.

[0049] At 310, based on the voltage-angle relationship and a set of measured voltages, a set of converted angles of the throttle corresponding to the set of measured voltages is determined. In some embodiments, the controller can determine the corresponding converted angle corresponding to the corresponding voltage signal of the throttle based on the voltage-angle relationship and the corresponding voltage signal of the throttle. In some embodiments, the voltage-angle relationship is inherent to the throttle of the electric vehicle. This will be discussed below based on... Figure 4 This describes an exemplary relationship between voltage and angle.

[0050] At point 312, a line representing the relationship between a set of actual angles and a set of transformed angles is determined based on a set of actual angles and a set of transformed angles. In some embodiments, the relationship between a set of actual angles and a set of transformed angles can be determined based on a set of actual angles as the horizontal axis and a set of transformed angles as the vertical axis. Multiple discrete points can be plotted according to the corresponding transformed angles corresponding to the corresponding actual angles to determine the relationship between the set of actual angles and the set of transformed angles. Then, a line representing the relationship can be fitted based on the multiple discrete points representing the relationship between the set of actual angles and the set of transformed angles.

[0051] At point 314, based on the inflection point of the line, the calibration angle for zero power and the calibration angle for maximum power of the throttle are determined. In some embodiments, the zero-power inflection point (also referred to as the first inflection point) where the converted angle increases from zero is determined according to the line representing the relationship. Then, based on the zero-power inflection point, the calibration angle for zero power is determined, wherein the calibration angle for zero power is greater than or equal to the actual angle corresponding to the zero-power inflection point. In some embodiments, the maximum power inflection point (also referred to as the second inflection point) where the converted angle increases to its maximum value is determined according to the line representing the relationship. Then, based on the maximum power inflection point, the calibration angle for maximum power is determined, wherein the calibration angle for maximum power is less than or equal to the actual angle corresponding to the maximum power inflection point. Hereinafter, the zero-power inflection point is also referred to as the first inflection point, and the maximum power inflection point is also referred to as the second inflection point.

[0052] In some embodiments, the calibration angle for zero power can be greater than 5%, 8%, or 10% of the abscissa of the zero power inflection point, and the calibration angle for maximum power can be less than 5%, 8%, or 10% of the abscissa of the maximum power inflection point. Preferably, the deviation between the calibration angle for zero power and the zero power inflection point, and the deviation between the calibration angle for maximum power and the maximum power inflection point, are within 20%. It should be understood that these specific values ​​are merely exemplary and are not intended to limit the scope of protection of this disclosure.

[0053] According to method 300, before adaptively adjusting the throttle of the electric vehicle, it is determined whether the initial position of the throttle is too large. If the initial position is too large, the user is reminded to check it. Adaptively adjusting and calibrating the throttle only when the initial position is reasonable can timely detect serious faults in the throttle and its related circuits of the electric vehicle, avoid danger, and improve safety.

[0054] According to method 300, by fitting the relationship between a set of actual angles and a set of converted angles into a continuous line and determining the two calibration angles through the inflection point of the line, the relationship between a set of actual angles and a set of converted angles can be represented more intuitively, which facilitates the determination of calibration angles.

[0055] The above combination Figure 3 A flowchart of another method 300 for calibrating an electric vehicle according to some embodiments of the present disclosure is shown. (See below for details.) Figure 4 A schematic diagram 400 illustrates an exemplary relationship 402 between voltage and angle according to some embodiments of the present disclosure.

[0056] It should be understood that the relationship between voltage and angle is generally an inherent property of the throttle of an electric vehicle at the time of manufacture, determined by the manufacturer or manufacturing batch. For example, the relationship between voltage and angle can be determined by the intrinsic properties of the angle-to-voltage conversion element (e.g., a Hall sensor or potentiometer) within the throttle. In schematic diagram 400, the horizontal axis represents the angular position of the throttle, and the vertical axis represents the throttle output voltage detected by the throttle's control circuitry. It should be understood that the physical quantities represented by the horizontal and vertical axes in schematic diagram 400 are actual values ​​from the throttle's pre-shipment testing process.

[0057] As illustrated in example relationship 402 between voltage and angle, the rotation angle of this exemplary throttle is -5° to 77°. When the throttle angle is between -5° and 2°, the throttle output voltage is 0.5V, the electric vehicle's output power or torque is 0, and the speed is also 0. When the throttle reaches 2°, the throttle output voltage begins to increase linearly with the angle, the electric vehicle's output power or torque increases from zero, and speed begins to develop. When the throttle reaches 72°, the throttle output voltage increases to a maximum of 3.5V, the electric vehicle's output power or torque increases to a maximum, and the speed also increases to a maximum. As the throttle continues to rotate to an angle between 72° and 77°, the throttle output voltage remains at a maximum of 3.5V, the electric vehicle's output power or torque remains at a maximum, and the speed also remains at a maximum. For example, Figure 4 The inflection point (2, 0.5) in the above context can correspond to the zero power inflection point or the first inflection point, and the inflection point (72, 3.5) can correspond to the maximum power inflection point or the second inflection point.

[0058] In some embodiments, Figure 4 Relation 402 in the equation refers to the determination of the average resistance of the throttle device in an electric vehicle. For example, the average resistance could be the total rated resistance of the throttle device. Alternatively or additionally, the average resistance could also be the total resistance of the throttle device measured in real time. In some embodiments, the average resistance of the throttle device is the sum of the resistances of devices in the circuitry associated with the throttle, such as the total resistance of the throttle control circuitry.

[0059] The above combination Figure 4 A schematic diagram illustrating the relationship 400 between voltage and angle according to some embodiments of the present disclosure is shown. The following is in conjunction with... Figure 5 A schematic diagram of an example control circuit 500 for a throttle according to some embodiments of the present disclosure is shown.

[0060] The control circuit 500 can be, for example, the throttle voltage detection circuit in an ECU. In the control circuit 500, the voltage signal from the throttle enters the control circuit 500 at the Throttle_Input input, flows through inductor L1 and voltage divider resistors R1 and R2, and then leaves the ECU at the Throttle_AD_MCU output and enters the microcontroller unit (MCU) to be processed in the MCU to calculate torque, thereby determining the speed. Inductor L1 is used for filtering to improve electromagnetic compatibility (EMC) performance; for example, it can be a ferrite bead. Resistors R1 and R2 are used to divide the voltage signal for subsequent processing, such that the voltage Vout output from Throttle_AD_MCU is a portion of the voltage Vin input from Throttle_Input; for example, Vout = R1 / (R1+R2)*Vin. Capacitors C1 and C2 act as filters to filter noise. It should be understood that each component in the control circuit 500 has tolerances. The tolerances of the components in control circuit 500 will now be considered to determine the relationship between a set of actual angles and a set of converted angles. It should be understood that... Figure 5 The source of tolerances for the throttle component is shown below, which will be combined with... Figure 6 and Figure 7 This demonstrates how to calibrate the throttle based on these tolerances.

[0061] The above combination Figure 5 A schematic diagram of a throttle control circuit 500 according to some embodiments of the present disclosure is shown. The following is in conjunction with... Figure 6 A schematic diagram 600 illustrates an exemplary relationship between a set of actual angles and a set of converted angles according to some embodiments of the present disclosure.

[0062] In schematic diagram 600, the horizontal axis represents a set of actual angles, i.e., the angles of the throttle measured using an angle measuring tool, and the vertical axis represents a set of converted angles, i.e., the angles obtained by converting the corresponding output voltage of the throttle when the throttle is at the corresponding actual angle by the control circuit. It should be understood that during the rotation of the electric vehicle's throttle from the zero position to full scale, the corresponding actual angles can be acquired and recorded as the horizontal axis, and the controller can determine the corresponding converted angles as the vertical axis.

[0063] As illustrated in diagram 600, the relationship between a set of actual angles and a set of converted angles can include the relationship represented by line 602, which is determined based on the average resistance of the throttle's control circuit. For example, the average resistance could be the total rated resistance of the throttle's control circuit as described above, or it could be the total actual resistance of the throttle's control circuit measured in real time. For example, in Figure 5 In this context, the average resistance can be equal to R1 + R2. It should be understood that, ideally, the slope of line 602 should be 1. Ideally, for... Figure 4 and Figure 5 In the exemplary throttle shown, the zero-power inflection point of line 602 should be 2°, and the maximum power inflection point should be 72°. However, due to errors caused by water ingress, temperature, or aging, the slope, zero-power inflection point, and maximum power inflection point of line 602 may not be equal to the rated values. The relationship represented by line 602 is also referred to hereinafter as the first relationship.

[0064] As illustrated in schematic diagram 600, the relationship between a set of actual angles and a set of converted angles may include the relationship represented by line 604, which is determined based on the maximum resistance of the control circuit. It should be understood that line 604 is lower than line 602 because the converted angles are proportional to the output voltage, and the output voltage is inversely proportional to the resistance value. In some embodiments, the maximum resistance may be determined based on the average resistance of the control circuit and the tolerance of the average resistance. In some embodiments, depending on the circuit tolerances, the maximum resistance may be 5% or 10% greater than the average resistance. In some embodiments, the maximum resistance may be measured in real time, for example, the largest resistance measurement over a period of time may be used as the maximum resistance. In some embodiments, the maximum total resistance, i.e., the maximum resistance, may be obtained by summing the maximum resistance values ​​based on the tolerances of the individual components in the control circuit. The relationship represented by line 604 is also referred to hereinafter as the second relationship.

[0065] In some embodiments, the average resistance of a device can be its rated resistance, the maximum resistance can be equal to the rated resistance plus a tolerance, and the minimum resistance can be equal to the rated resistance minus a tolerance. For example, if resistor R1 has a resistance of 10Ω ± 5%, then its average voltage is 10Ω, its maximum voltage is 10.5Ω, and its minimum voltage is 9.5Ω. Then, the average resistance of the control circuit can be obtained by summing the rated resistances of the various devices in the control circuit, the maximum resistance of the control circuit can be obtained by summing the maximum resistances of the various devices in the control circuit, and the minimum resistance of the control circuit can be obtained by summing the minimum resistances of the various devices in the control circuit.

[0066] As shown in schematic diagram 600, the relationship between a set of actual angles and a set of converted angles can include the relationship represented by line 606, which is determined based on the minimum resistance of the control circuit. The method for determining the minimum resistance is similar to the method for determining the maximum resistance, and will not be repeated here. The relationship represented by line 606 is also referred to as the third relationship below.

[0067] In some embodiments, Figure 6 The method shown, which depicts the relationship between a set of actual angles and a set of transformed angles according to average resistance, maximum resistance, and minimum resistance, can be called worst-case analysis. Worst-case analysis determines the performance of a circuit system or component under the most unfavorable conditions by simulating it, thereby ensuring that the system can operate normally under all possible circumstances and withstand the most extreme situations.

[0068] It should be understood that, similar to line 602, for lines 604 and 606, due to errors caused by water ingress, temperature, or aging, the slope, zero-power inflection point, and maximum power inflection point of lines 604 and 606 may not be equal to their rated values. Therefore, the slope portions of lines 602, 604, and 606 may not be parallel, and the three zero-power inflection points and the maximum power inflection point may not be aligned; that is, they may have different x-coordinates.

[0069] In some embodiments, the calibration angle for zero power and the calibration angle for maximum power can be determined based on the relationship represented by line 602 (also called the first line) (also called the first relationship), the relationship represented by line 604 (also called the second line) (also called the second relationship), and the relationship represented by line 606 (also called the third line) (also called the third relationship). For example, the calibration angle for zero power can be determined based on the average of the three zero-power inflection points of the three relationships, and the calibration angle for maximum power can be determined based on the average of the three maximum-power inflection points. Thus, by taking into account the tolerances of the throttle's control circuitry during adaptive calibration of the throttle, the accuracy of the calibration can be further improved, thereby enhancing the reliability of the electric vehicle.

[0070] like Figure 6 As shown in the example, the maximum angle corresponding to the converted angle is approximately 75° (the converted angle corresponding to line 606), which is less than the rated maximum angle position of the throttle at 77°. This indicates that the control circuit sacrifices some rotation angle of the throttle, meaning that the maximum mechanically rotatable angle cannot be reached. In area 608, when the actual angle is 0°, the converted angle is approximately 1° to 4°, indicating that torque or power exists even before the throttle of the electric vehicle is turned, posing a risk that the electric vehicle will start moving immediately upon power-up. In area 610, when the actual angle reaches its maximum value, the converted angle is approximately 68° to 75°, indicating that even when the throttle of the electric vehicle is rotated to its maximum angle, the maximum torque or power cannot be reached, limiting the driving speed of the electric vehicle. At least to address the above and other potential problems, the following will combine... Figure 7 Adaptive calibration of the throttle is shown.

[0071] The above combination Figure 6 A schematic diagram 600 illustrates the relationship between a set of actual angles and a set of converted angles according to some embodiments of the present disclosure. The following is in conjunction with... Figure 7 A schematic diagram 700 is shown illustrating the determination of a first calibration angle and a second calibration angle according to some embodiments of the present disclosure.

[0072] Figure 7 Lines 702, 704, and 706 in the text are similar to Figure 6 Lines 602, 604, and 606 in the diagram will not be elaborated upon further. Figure 7 As shown, based on lines 702, 704, and 706, three zero-power inflection points can be determined, increasing from zero in lines 702, 704, and 706 respectively. Line 702 is also called the first line, the relationship represented by line 702 is also called the first relationship, and the zero inflection point of line 702 is also called the third inflection point. Line 704 is also called the second line, the relationship represented by line 704 is also called the second relationship, and the zero inflection point of line 704 is also called the fourth inflection point. Line 706 is also called the third line, the relationship represented by line 706 is also called the third relationship, and the zero inflection point of line 706 is also called the fifth inflection point.

[0073] Then, the zero-power inflection point with the largest actual angle among the three zero-power inflection points can be determined as the maximum zero-power inflection point (also known as the maximum inflection point). For example, in Figure 7 In the middle, the zero-power inflection point of line 704 has the largest horizontal coordinate and is therefore determined to be the maximum inflection point.

[0074] Next, a calibration angle (also known as a first calibration angle) for zero power can be determined based on the maximum inflection point. For example, the calibration angle for zero power can be greater than or equal to the maximum inflection point, allowing for the setting of an angle margin to ensure that power is not present in the electric vehicle before the throttle is turned in region 608. Preferably, the calibration angle for zero power can be slightly greater than the maximum inflection point, for example, a lateral offset a1 of 0.5° to 2°, to maintain the sensitivity of the throttle while ensuring the safety of the electric vehicle.

[0075] like Figure 7 As shown in the example, the three maximum power inflection points, from increasing to their maximum value, can be determined based on lines 702, 704, and 706, respectively. The maximum power inflection point of line 702 is also called the sixth inflection point, the maximum power inflection point of line 704 is also called the seventh inflection point, and the maximum power inflection point of line 706 is also called the eighth inflection point. Then, the inflection point with the smallest actual angle among the three maximum power inflection points can be determined as the minimum inflection point among the maximum power inflection points (also called the minimum inflection point). For example, in... Figure 7 In the middle, the maximum power inflection point of line 706 has the smallest abscissa, and is therefore determined to be the minimum inflection point.

[0076] Next, a calibration angle (also called a second calibration angle) for maximum power can be determined based on the minimum inflection point. For example, the calibration angle for maximum power can be less than or equal to the minimum inflection point, allowing for an angle margin to be set to ensure that the electric vehicle can reach its maximum output power at full throttle in region 610. Preferably, the calibration angle for maximum power can be slightly smaller than the maximum zero power inflection point, for example, a lateral offset a2 of 0.5° to 5°, to maintain throttle sensitivity while ensuring the safety of the electric vehicle. In some embodiments, to enable the electric vehicle to reach maximum output power and improve the driving experience, offset a2 can be set to be slightly larger than offset a1. It should be understood that the magnitudes of offset a1 and offset a2 can be set to any value, and this disclosure does not impose any limitations thereon.

[0077] In some embodiments, the fitted line 708 can be determined based on the calibration angle for zero power and the calibration angle for maximum power. For example, the x-coordinate of the zero-power inflection point of line 708 can be the calibration angle for zero power, and the x-coordinate of the maximum power inflection point of line 708 can be the calibration angle for maximum power. In some embodiments, the y-coordinate of the zero-power inflection point of line 708 can be set to 0° to ensure no power output when the throttle angle is at the stop angle (e.g., near region 608). In some embodiments, the y-coordinate of the maximum power inflection point of line 708 can be set to 80°, which is slightly larger than the rated maximum angle of the throttle 77° to ensure that the throttle can reach the maximum mechanically rotatable angle, i.e., the control circuit does not need to sacrifice the rotation angle of the throttle.

[0078] In some embodiments, the throttle of the electric vehicle can be calibrated according to line 708. For the stopping angle (e.g., a small angle near region 608), when the electric vehicle is powered on but not moving, for example, when the key is inserted but the throttle is not turned, it is detected whether the current angular position of the throttle is in a first worst-case region, such as the horizontal coordinate from zero degrees to the zero-power inflection point of line 708.

[0079] If the current angle of the throttle is not in the first worst-case range, the user is prompted to adjust and release the throttle, followed by a second check. If the throttle angle is still not in the first worst-case range, an error is reported. If the current angle of the throttle is in the first worst-case range, the throttle is calibrated according to line 708, so that the throttle controls the speed of the electric vehicle based on the calibrated angle during its movement. In other words, the throttle control circuit sets the motor torque according to the throttle angle based on line 708 to control the speed of the electric vehicle.

[0080] For full-scale angles (e.g., large angles near region 610), during the electric vehicle's operation, the system detects whether the current throttle angle position is within the second worst-case zone, for example, from the x-coordinate of the maximum power inflection point on line 708 to the throttle's maximum rated angle. If the current throttle angle position is not within the second worst-case zone, it checks whether the converted angle is stuck at the same value for a period of time (e.g., a few seconds). If so, the position corresponding to that value is set as the maximum throttle position. If not, the system continues to detect the converted angle until it detects that the converted angle is stuck at the same value. This allows for real-time adjustment of the calibration angle for maximum power, making the throttle more sensitive.

[0081] Figure 8 A block diagram of an apparatus 800 for calibrating an electric vehicle according to some embodiments of the present disclosure is shown. Figure 8As illustrated in the example, device 800 includes a converted angle determination module 802, configured to determine whether an acceleration suppression condition is met in response to vehicle deceleration. Device 800 also includes a calibration angle determination module 804, configured to determine a first calibration angle and a second calibration angle of the throttle based on a set of actual angles and a set of converted angles, wherein the first calibration angle corresponds to zero output power of the electric vehicle, and the second calibration angle corresponds to maximum output power of the electric vehicle. Furthermore, device 800 includes a throttle calibration module configured to calibrate the throttle of the electric vehicle according to the first calibration angle and the second calibration angle.

[0082] It is understood that by utilizing the device 800 of this disclosure, at least one of the many advantages achievable by the methods or processes described above can be realized. For example, by calculating two calibration angles based on the converted angle determined according to the actual angle of the electric vehicle's throttle, the device 800 can adaptively adjust the electric vehicle's throttle, avoiding situations where the electric vehicle has power even before the throttle is turned or where the electric vehicle cannot reach its maximum output power even when the throttle is at full range, thereby improving the safety and reliability of the electric vehicle.

[0083] In some embodiments, the converted angle determination module 802 includes: a measurement voltage determination module configured to determine a set of measurement voltages associated with a set of actual angles of the throttle; and a measurement voltage usage module configured to determine a set of converted angles of the throttle corresponding to a set of actual angles based on the relationship between voltage and angle and the set of measurement voltages.

[0084] In some embodiments, the calibration angle determination module 804 includes a line fitting module configured to determine a line representing the relationship between a set of actual angles and a set of converted angles based on a set of actual angles and a set of converted angles; and a line usage module configured to determine a first calibration angle and a second calibration angle of the throttle based on the inflection point of the line.

[0085] In some embodiments, the line fitting module includes an angle relationship determination submodule configured to determine a relationship between a set of actual angles and a set of transformed angles based on a set of actual angles and a set of transformed angles; and an angle relationship usage submodule configured to fit a line representing the relationship between the set of actual angles and the set of transformed angles based on the relationship between the set of actual angles and the set of transformed angles. For example, the relationship determined by the angle relationship determination submodule may be a set of discrete points.

[0086] In some embodiments, the line usage module includes: a first inflection point determination module configured to determine a first inflection point from which the converted angle increases from zero based on the line representing the relationship; and a first calibration angle determination submodule configured to determine a first calibration angle based on the first inflection point, the first calibration angle being greater than the actual angle corresponding to the first inflection point.

[0087] In some embodiments, the line-using module includes: a second inflection point determination module configured to determine a second inflection point where the converted angle increases to a maximum value based on the line representing the relationship; and a second calibration angle determination submodule configured to determine a second calibration angle based on the second inflection point, wherein the second calibration angle is less than the actual angle corresponding to the second inflection point.

[0088] In some embodiments, the relationship determination module includes: a first relationship determination submodule configured to determine a first relationship between a set of actual angles and a set of converted angles based on the average resistance of the control circuit of the throttle; a second relationship determination submodule configured to determine a second relationship between a set of actual angles and a set of converted angles of the throttle based on the maximum resistance of the control circuit, wherein the maximum resistance is determined according to the average resistance of the control circuit and a tolerance of the average resistance; a third relationship determination submodule configured to determine a third relationship between a set of actual angles and a set of converted angles of the throttle based on the minimum resistance of the control circuit, wherein the minimum resistance is determined according to the average resistance of the control circuit and a tolerance of the average resistance; and a first, second, and third relationship usage module configured to determine a first calibration angle and a second calibration angle of the throttle based on the first, second, and third relationships.

[0089] In some embodiments, the first calibration angle determination submodule includes: a first, second, and third inflection point determination submodule, configured to determine a third, fourth, and fifth inflection point, respectively, based on a first line representing a first relationship, a second line representing a second relationship, and a third line representing a third relationship, where the converted angle increases from zero in the first, second, and third lines; a maximum inflection point determination submodule, configured to determine the inflection point with the largest actual angle among the third, fourth, and fifth inflection points as the maximum inflection point; and a maximum inflection angle usage submodule, configured to determine a first calibration angle based on the maximum inflection point, wherein the first calibration angle is greater than or equal to the actual angle corresponding to the maximum inflection point.

[0090] In some embodiments, the second calibration angle determination submodule includes: a first, second, and third inflection point determination submodule, configured to determine, respectively, a sixth, seventh, and eighth inflection point where the converted angle increases to its maximum value in the first, second, and third lines, based on a first line representing a first relationship, a second line representing a second relationship, and a third line representing a third relationship; a minimum inflection point determination submodule, configured to determine the inflection point with the smallest actual angle among the sixth, seventh, and eighth inflection points as the minimum inflection point; and a minimum inflection point usage submodule, configured to determine a second calibration angle based on the minimum inflection point, wherein the second calibration angle is less than or equal to the actual angle corresponding to the minimum inflection point.

[0091] In some embodiments, the device 800 further includes: an initial position determination module configured to determine the initial position of the throttle before rotating it; an error reporting module configured to report an error in response to the initial position of the throttle being greater than an angle threshold; and an actual angle acquisition module configured to acquire the actual angle of the throttle based on the rotation of the throttle of the electric vehicle in response to the initial position of the throttle being less than an angle threshold.

[0092] In some embodiments, the converted angle determination module 802 is configured to determine a set of converted angles corresponding to a set of actual angles of the electric vehicle's throttle from the starting position to the ending position after the electric vehicle is powered on but before it is driven.

[0093] In some embodiments, the device 800 further includes a speed control module configured to control the speed of the electric vehicle during its movement based on the angle of the calibrated throttle of the electric vehicle.

[0094] The electric vehicle in this application can be an electric two-wheeled vehicle (such as an electric bicycle, an electric motorcycle), an electric tricycle, or a scooter.

[0095] Figure 9 A schematic block diagram of a controller 900 that can be used to implement embodiments of the present disclosure is shown. In some embodiments, the controller 900 is used to implement... Figure 1 The controller 120 is shown in the example environment 100. Figure 9 As shown, the controller 900 includes a processor 902, which can perform various appropriate actions and processes based on computer program instructions loaded into random access memory (RAM) 906 according to computer program instructions stored in read-only memory (ROM) 904. The RAM 906 may also store various programs and data required for the operation of the controller 900. The processor 902, ROM 904, and RAM 906 are interconnected via bus 904. An input / output (I / O) interface 910 is also connected to bus 908.

[0096] The various processes and procedures described above, such as methods 200 and 300, can be executed by processor 902. For example, in some embodiments, methods 200 and 300 can be implemented as computer software programs tangibly contained in a machine-readable medium. In some embodiments, part or all of the computer program can be loaded and / or installed on controller 900 via ROM 904. When the computer program is loaded into RAM 906 and executed by processor 902, one or more actions of methods 200 and 300 described above can be performed.

[0097] This disclosure can be a method, apparatus, system, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for performing various aspects of this disclosure.

[0098] A computer-readable storage medium can be a tangible device capable of holding and storing instructions for use by an instruction execution device. A computer-readable storage medium can be, for example—but not limited to—an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), and any suitable combination thereof. The computer-readable storage medium as used herein is not to be construed as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0099] 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.

[0100] Computer program instructions used to perform the operations of this disclosure 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 execute 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 circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing the status information of the computer-readable program instructions to implement various aspects of this disclosure.

[0101] Various aspects of this disclosure 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 disclosure. 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.

[0102] These computer-readable program instructions can be provided to a processing unit 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 processing unit 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.

[0103] 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.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. 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 shown 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, may 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.

[0105] The various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method (200) for calibrating an electric vehicle, comprising: Determine (202) a set of converted angles corresponding to a set of actual angles of the throttle of the electric vehicle from the starting position to the ending position; Based on the set of actual angles and the set of converted angles, (204) the first calibration angle and the second calibration angle of the throttle are determined, wherein the first calibration angle corresponds to the zero output power of the electric vehicle and the second calibration angle corresponds to the maximum output power of the electric vehicle; as well as The throttle of the electric vehicle is calibrated (206) according to the first calibration angle and the second calibration angle.

2. The method (200) according to claim 1, wherein determining (202) a set of converted angles corresponding to a set of actual angles of the throttle of the electric vehicle from the starting position to the ending position includes: Determine (308) a set of measured voltages associated with the set of actual angles of the throttle; as well as Based on the relationship between voltage and angle and the set of measured voltages, determine (310) the set of converted angles of the throttle corresponding to the set of actual angles.

3. The method (200) according to claim 2, wherein determining (204) the first calibration angle and the second calibration angle of the throttle comprises: Based on the set of actual angles and the set of converted angles, determine (312) a line representing the relationship between the set of actual angles and the set of converted angles; as well as Based on the inflection point of the line, determine (314) the first calibration angle and the second calibration angle of the throttle.

4. The method (200) according to claim 3, wherein determining the first calibration angle of the throttle comprises: Based on the line representing the relationship, determine the first inflection point where the transformed angle increases from zero; as well as Based on the first inflection point, the first calibration angle is determined, wherein the first calibration angle is greater than or equal to the actual angle corresponding to the first inflection point.

5. The method (200) according to claim 3, wherein determining the second calibration angle comprises: Based on the line representing the relationship, determine the second inflection point where the transformed angle increases to its maximum value; as well as Based on the second inflection point, the second calibration angle is determined, wherein the second calibration angle is less than or equal to the actual angle corresponding to the second inflection point.

6. The method (200) according to claim 3, wherein determining the relationship between the set of actual angles and the set of converted angles comprises: Based on the average resistance of the control circuit of the throttle, a first relationship is determined between the set of actual angles and the set of converted angles; Based on the maximum resistance of the control circuit, a second relationship is determined between the set of actual angles of the throttle and the set of converted angles, wherein the maximum resistance is determined according to the average resistance of the control circuit and the tolerance of the average resistance; Based on the minimum resistance of the control circuit, a third relationship is determined between the set of actual angles of the throttle and the set of converted angles, wherein the minimum resistance is determined according to the average resistance of the control circuit and the tolerance of the average resistance; as well as Based on the first relationship, the second relationship, and the third relationship, the first calibration angle and the second calibration angle of the throttle are determined.

7. The method (200) according to claim 6, wherein determining the first calibration angle of the throttle comprises: Based on the first line representing the first relationship, the second line representing the second relationship, and the third line representing the third relationship, determine the third inflection point, the fourth inflection point, and the fifth inflection point where the transformed angle increases from zero in the first line, the second line, and the third line, respectively; The inflection point with the largest actual angle among the third, fourth, and fifth inflection points is determined as the maximum inflection point; as well as The first calibration angle is determined based on the maximum inflection point, wherein the first calibration angle is greater than or equal to the actual angle corresponding to the maximum inflection point.

8. The method (200) according to claim 6, wherein determining the second calibration angle of the throttle comprises: Based on the first line representing the first relationship, the second line representing the second relationship, and the third line representing the third relationship, determine the sixth, seventh, and eighth inflection points where the transformed angle increases to its maximum value in the first, second, and third lines, respectively; The inflection point with the smallest actual angle among the sixth, seventh, and eighth inflection points is determined as the minimum inflection point; as well as The second calibration angle is determined based on the minimum inflection point, wherein the second calibration angle is less than or equal to the actual angle corresponding to the minimum inflection point.

9. The method (200) according to claim 1, further comprising: Before turning the throttle, determine (302) the initial position of the throttle; In response to the initial position of the throttle being greater than an angle threshold, error (304) is reported; as well as In response to the initial position of the throttle being less than or equal to an angle threshold, the actual angle of the throttle is obtained (306) based on the rotation of the throttle of the electric vehicle.

10. The method (200) of claim 1, wherein determining a set of converted angles corresponding to a set of actual angles of the throttle of the electric vehicle from the starting position to the ending position is performed after the electric vehicle is powered on but before it is driven.

11. The method (200) according to claim 1, further comprising: The speed of the electric vehicle is controlled during its movement based on the calibrated angle of the throttle.

12. An apparatus (800) for calibrating an electric vehicle, comprising: The converted angle determination module (802) is configured to determine a set of converted angles corresponding to a set of actual angles of the throttle of the electric vehicle from the starting position to the ending position; The calibration angle determination module (804) is configured to determine a first calibration angle and a second calibration angle of the throttle based on the set of actual angles and the set of converted angles, wherein the first calibration angle corresponds to the zero output power of the electric vehicle and the second calibration angle corresponds to the maximum output power of the electric vehicle. as well as The throttle calibration module (806) is configured to calibrate the throttle of the electric vehicle according to the first calibration angle and the second calibration angle.

13. A controller, comprising: At least one processor; as well as A memory coupled to the at least one processor and having instructions stored thereon, which, when executed by the at least one processor, cause the controller to perform the method according to any one of claims 1 to 11.

14. An electric vehicle, comprising a throttle and a controller according to claim 13.

15. A computer program product comprising a computer program that is executed by a processor to implement the method according to any one of claims 1 to 11.

Images