Automatic control method and device of vehicle and vehicle

Abstract

The invention discloses an automatic control method and device of a vehicle and the vehicle. The automatic control method comprises the steps that the real-time speed, bus current, acceleration, steering angle and angular speed of the vehicle are obtained; determining a slope value of the road condition according to the steering angle, the angular velocity, the real-time velocity and the bus current; determining the operation condition of the vehicle according to the real-time speed, the steering angle, the bus current, the gradient value and the acceleration; and adjusting the output current of the vehicle according to the slope value and the operation condition. According to the automatic control method provided by the invention, the running working condition and the road condition information of the vehicle can be autonomously identified, the automatic control of the vehicle is realized by combining the road condition information and the running working condition, and the power output accuracy, the driving safety and the power stability of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle intelligent control and power technology, and in particular to an automatic control method, device and vehicle for a vehicle. Background Technology

[0002] Power control and driving safety are the core of the intelligent development of electric vehicles. Current power control schemes for electric vehicles only provide single-gradient acceleration, using simple current and acceleration measurements for uphill power compensation. They lack an all-terrain road condition recognition system and cannot adapt to complex road conditions such as turns, downhill slopes, bumpy roads, and slippery roads. Furthermore, relying solely on manual braking on downhill slopes easily leads to accidents caused by excessive speed. There is also no adaptive deceleration strategy when turning, resulting in a high risk of rollover. Simultaneously, existing collision avoidance measures are mostly single warning functions without tiered early deceleration and braking strategies, making them prone to fishtailing and skidding during emergency braking, resulting in insufficient safety. Summary of the Invention

[0003] This invention provides an automatic control method, device, and vehicle for a vehicle. It collects various parameter information of the vehicle, determines the vehicle's operating conditions and road conditions, and determines the vehicle's output current based on the operating conditions and road conditions to achieve automatic vehicle control. This enables fully automatic auxiliary control and intelligent power adjustment under all-terrain road condition perception, taking into account the accuracy of power output, driving safety, and power system stability, and significantly improving the vehicle's all-terrain passability, driving safety, and power system lifespan.

[0004] According to a first aspect of the present invention, an automatic control method for a vehicle is provided, comprising:

[0005] Acquire the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity;

[0006] The gradient value of the road condition is determined based on the steering angle, the angular velocity, the real-time speed, and the bus current.

[0007] The operating conditions of the vehicle are determined based on the real-time speed, the steering angle, the bus current, the gradient value, and the acceleration.

[0008] The vehicle's output current is adjusted according to the slope value and the operating conditions.

[0009] Optionally, determining the vehicle's operating conditions based on the real-time speed, the steering angle, the bus current, the gradient value, and the acceleration includes:

[0010] When the real-time speed is greater than 0, the acceleration is less than 0, and the bus current is greater than or equal to the first threshold, the vehicle is determined to be in a speed-uphill condition.

[0011] When the real-time speed is 0 and the gradient value is greater than 0, the vehicle is determined to be in an uphill driving condition with a speed of 0.

[0012] When the real-time speed is greater than 0, the acceleration is greater than or equal to 0, and the bus current is less than or equal to the second threshold, the vehicle is determined to be in a downhill condition.

[0013] When the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold, the vehicle is determined to be in a flat road condition.

[0014] Wherein, the first threshold is greater than the second threshold.

[0015] Optionally, after determining that the vehicle is in a flat road condition when the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold, the method further includes:

[0016] When the steering angle is greater than or equal to the third threshold, the vehicle is determined to be in a flat road turning condition.

[0017] When the steering angle is less than or equal to the fourth threshold, the vehicle is determined to be traveling straight on a flat road; wherein the third threshold is greater than the fourth threshold.

[0018] Optionally, adjusting the vehicle's output current based on the gradient value and the operating conditions includes:

[0019] When the vehicle is in the uphill condition with speed and the gradient value is less than or equal to the fifth threshold, the output current is controlled to be increased to the first preset range.

[0020] When the vehicle is in the uphill condition with speed and the gradient value is greater than the fifth threshold and less than or equal to the sixth threshold, the output current is controlled to be increased to the second preset range.

[0021] When the vehicle is in the uphill condition with speed and the gradient value is greater than the sixth threshold, the output current is controlled to increase to the maximum value, and the vehicle's motor is controlled to start with a preset torque.

[0022] When the vehicle is in the uphill condition at 0 speed, the motor is controlled to trigger uphill starting torque compensation;

[0023] When the vehicle is in the flat road condition, the output current is controlled to be within the third preset range;

[0024] When the vehicle is in the downhill condition, the output current is controlled to be less than or equal to the second threshold, and the vehicle is controlled to start the kinetic energy recovery mode.

[0025] Optionally, after adjusting the vehicle's output current according to the gradient value and the operating conditions, the method further includes:

[0026] When the vehicle is in the downhill condition and the real-time speed is greater than or equal to the seventh threshold, the vehicle decelerates through kinetic energy recovery.

[0027] When the vehicle is in the downhill condition and the real-time speed is greater than or equal to the eighth threshold, the vehicle is controlled to start hydraulic or electronic auxiliary braking to decelerate.

[0028] When the steering angle is less than the third threshold, the vehicle is controlled to perform a first-level deceleration.

[0029] When the steering angle is greater than or equal to the third threshold, the vehicle is controlled to perform a second-level deceleration.

[0030] Optionally, after adjusting the vehicle's output current according to the gradient value and the operating conditions, the method further includes:

[0031] Obtain the real-time distance collected by the ranging sensor.

[0032] When the real-time distance is less than or equal to the ninth threshold, the first-level kinetic energy recovery is triggered to decelerate the vehicle, and the vehicle's voice alarm is activated.

[0033] When the real-time distance is less than or equal to the tenth threshold, the secondary kinetic energy recovery is triggered to decelerate and the primary braking is initiated.

[0034] When the real-time distance is less than or equal to the eleventh threshold, the third-level kinetic energy recovery is triggered to decelerate and the second-level braking is initiated; wherein, the ranging sensor is used to detect the distance between the vehicle and the obstacle.

[0035] Optionally, after adjusting the vehicle's output current according to the gradient value and the operating conditions, the method further includes:

[0036] Obtain the motor temperature of the vehicle;

[0037] When the motor temperature is less than or equal to the twelfth threshold, the vehicle's water pump is controlled to operate at a first preset power.

[0038] When the motor temperature is greater than the twelfth threshold and less than or equal to the thirteenth threshold, the water pump is controlled to operate at the second preset power, and the vehicle's cooling fan is controlled to operate at the first preset speed.

[0039] When the motor temperature is greater than the thirteenth threshold and less than or equal to the fourteenth threshold, the water pump is controlled to run at the third preset power and the cooling fan is controlled to run at the second preset speed.

[0040] When the motor temperature exceeds the fourteenth threshold, the water pump is controlled to operate at a third preset power, the cooling fan is controlled to operate at a second preset speed, and the vehicle's output power is reduced.

[0041] According to a second aspect of the present invention, an automatic control system for a vehicle is provided for executing the automatic control method for a vehicle as described in any one of the first aspects of the present invention. The automatic control system includes: a main control module, a road condition perception module, a power control module, a safety braking module, and a liquid cooling heat dissipation module.

[0042] The road condition sensing module is connected to the main control module. The road condition sensing module is used to collect the vehicle's real-time speed, bus current, acceleration, steering angle and angular velocity, and transmit them to the main control module.

[0043] The power control module is connected to the main control module, and the power control module is used to adjust the output current and output torque of the vehicle according to the instructions of the main control module.

[0044] The safety braking module is connected to the main control module, and the safety braking module is used to control the kinetic energy recovery efficiency of the vehicle according to the instructions of the main control module.

[0045] The liquid cooling heat dissipation module is connected to the main control module, and the liquid cooling heat dissipation module is used to regulate the temperature of the vehicle's motor and battery;

[0046] The main control module is used to determine the gradient value of the road condition based on the steering angle, the angular velocity, the real-time speed, and the bus current; and to determine the operating condition of the vehicle based on the real-time speed, the steering angle, the bus current, the gradient value, and the acceleration.

[0047] Optionally, it may also include a human-computer interaction module and a data iteration module;

[0048] The human-machine interaction module is connected to the main control module, and the human-machine interaction module is used to display the vehicle's operating information and alarm information;

[0049] The data iteration module is connected to the main control module, and the data iteration module is used to record the historical operating data of the vehicle.

[0050] According to a third aspect of the present invention, a vehicle is provided, comprising an automatic control system for the vehicle described in any one of the second aspects of the present invention.

[0051] This invention discloses an automatic control method, device, and vehicle for a vehicle, comprising: acquiring the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity; determining the road gradient value based on the steering angle, angular velocity, real-time speed, and bus current; determining the vehicle's operating conditions based on the real-time speed, steering angle, bus current, gradient value, and acceleration; and adjusting the vehicle's output current based on the gradient value and operating conditions. The automatic control method for a vehicle provided by this invention collects various parameter information of the vehicle, determines the vehicle's operating conditions and road condition information, and determines the vehicle's output current based on the operating conditions and road condition information to achieve automatic vehicle control. This enables fully automatic auxiliary control and intelligent power adjustment under all-terrain road condition perception, balancing power output accuracy, driving safety, and power system stability, significantly improving the vehicle's all-terrain passability, driving safety, and power system lifespan.

[0052] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 This is a flowchart of an automatic control method for a vehicle provided in an embodiment of the present invention;

[0055] Figure 2 This is a flowchart of another automatic control method for a vehicle provided in an embodiment of the present invention;

[0056] Figure 3 This is a flowchart of another automatic control method for a vehicle provided in an embodiment of the present invention;

[0057] Figure 4 This is a flowchart of another automatic control method for a vehicle provided in an embodiment of the present invention;

[0058] Figure 5 This is a flowchart of another automatic control method for a vehicle provided in an embodiment of the present invention;

[0059] Figure 6 This is a flowchart of another automatic control method for a vehicle provided in an embodiment of the present invention;

[0060] Figure 7This is a flowchart of another automatic control method for a vehicle provided in an embodiment of the present invention;

[0061] Figure 8 This is a schematic diagram of the structure of an automatic control device for a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0062] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0063] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0064] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0065] Figure 1 This is a flowchart of an automatic control method for a vehicle provided in an embodiment of the present invention, for reference. Figure 1 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0066] S101. Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0067] Specifically, the vehicle's real-time speed is obtained through a speed sensor installed in the vehicle, the vehicle's output bus current is obtained through a current sensor in the vehicle, the vehicle's acceleration can be obtained by using the obtained real-time speed and a preset time period, and the vehicle's steering angle and angular velocity information can be obtained based on the data detected by the gyroscope sensor on the vehicle.

[0068] S102. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0069] Specifically, the main control module in the vehicle calls an angle self-learning algorithm to dynamically calculate and update the slope value. For example, it first fits the external characteristics of the vehicle's motor (which can be obtained from the standard at the time of vehicle leaving the factory), the vehicle's mass (which can be obtained from the nameplate at the time of vehicle leaving the factory), and the passenger's baseline weight, calculates the correspondence between acceleration, current, voltage, and speed, and normalizes it to the rated voltage, forming raw data that is then solidified into the program. When the acceleration is close to 0 during vehicle riding, the slope learning value is calculated based on the real-time data of the gyroscope sensor, current, voltage, and speed. After matching it with the raw data, the road slope value is updated. When the change range of the learning value is ≤5% for multiple consecutive times, the number of slope value adjustments is reduced to improve the stability of the judgment.

[0070] S103. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0071] Specifically, the vehicle's operating conditions (such as uphill conditions) can be determined based on the vehicle's real-time speed, acceleration, and bus current, while the vehicle's turning conditions can be determined based on the vehicle's steering speed and gradient.

[0072] S104. Adjust the vehicle's output current according to the gradient and operating conditions.

[0073] Specifically, the vehicle's output current is adjusted according to the gradient and operating conditions. For example, when the gradient is 12° and the operating condition is uphill, the vehicle's output current can be significantly increased to ensure that the vehicle has enough power to climb the hill and prevent it from rolling back. When the vehicle is downhill, the vehicle's output current can be reduced and the vehicle's kinetic energy recovery mode can be activated. The kinetic energy recovery module converts the vehicle's excess mechanical energy into electrical energy and charges the vehicle's battery to reduce the vehicle's energy consumption.

[0074] The automatic vehicle control method provided in this invention collects various parameter information of the vehicle to determine the vehicle's operating conditions and road conditions, and determines the vehicle's output current based on the operating conditions and road conditions to achieve automatic vehicle control. This enables fully automatic auxiliary control and intelligent power adjustment under all-terrain road condition perception, taking into account the accuracy of power output, driving safety and power system stability, and significantly improving the vehicle's all-terrain passability, driving safety and power system service life.

[0075] Based on the above embodiments, the present invention further refines the determination of vehicle operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration. Figure 2 This is a flowchart of another vehicle automatic control method provided in an embodiment of the present invention, for reference. Figure 2 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0076] S201. Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0077] S202. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0078] S203. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0079] S2031. When the real-time speed is greater than 0, the acceleration is less than 0, and the bus current is greater than or equal to the first threshold, the vehicle is determined to be in a speed-uphill condition.

[0080] Specifically, when the speed sensor detects that the vehicle's real-time speed is greater than 0, the acceleration calculated from the real-time speed and the preset time period is less than 0, and the current sensor detects that the vehicle's bus current is greater than or equal to the first threshold (e.g., 80%, where 80% means that the bus current exceeds 80% of the output current), the vehicle is determined to be in a speed-uphill condition, indicating that the user is using the vehicle to climb a hill.

[0081] S2032. When the real-time speed is 0 and the gradient value is greater than 0, the vehicle is determined to be in an uphill condition with a speed of 0.

[0082] Specifically, when the vehicle's real-time speed is 0 and the gradient value calculated by the vehicle's main control module is greater than 0, it indicates that the vehicle is in a 0-speed uphill condition. The 0-speed uphill condition can be divided into two situations: the first situation is the half-slope start-up stage, that is, the vehicle is stopped on a slope and is preparing to start; the second situation is the condition of temporarily stopping on a half-slope.

[0083] S2033. When the real-time speed is greater than 0, the acceleration is greater than or equal to 0, and the bus current is less than or equal to the second threshold, the vehicle is determined to be in a downhill condition.

[0084] Specifically, when the vehicle's real-time speed is greater than 0, acceleration is greater than or equal to 0, and bus current is less than or equal to the second threshold (e.g., 50%, where 50% means that the bus current is less than 50% of the output current), it indicates that the user is not excessively accelerating. However, since both the real-time speed and acceleration are greater than 0, it is determined that the vehicle is currently in a downhill condition.

[0085] S2034. When the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold, the vehicle is determined to be in a flat road condition.

[0086] Specifically, when the vehicle's real-time speed is greater than 0, and the vehicle's bus current is greater than the second threshold (e.g., 50%) and less than the first threshold (e.g., 80%), it indicates that the vehicle is in a flat road condition, where the first threshold is greater than the second threshold.

[0087] S204. Adjust the vehicle's output current according to the gradient and operating conditions.

[0088] Angle self-learning is performed using a speed sensor installed on the outside of the vehicle's wheel hub: Table 1 shows the data when the vehicle is going uphill at speed, Table 2 shows the data when the vehicle is going uphill at 0 speed, Table 3 shows the data when the vehicle is going downhill, and Table 4 shows the data when the vehicle is on a flat road.

[0089] bus current rotational speed X-axis Y-axis Z-axis X-axis filter value 0.9 179 65514（-22） 839 57 65425（-111） 39.5 214 89 810 65525 65528（-8） 24.2 268 166 724 55 51 25.4 288 144 755 65525 65 21.8 257 78 821 65527 58 23.9 227 108 788 25 31 23.7 214 122 778 9 43 23.2 201 130 768 19 46 22.8 183 160 739 15 77 24.9 190 155 744 12 87 23.3 214 176 723 12 89

[0090] Table 1

[0091] bus current rotational speed X-axis Y-axis Z-axis X-axis filter value 0.9 0 96 795 41 24 43.7 109 335 560 47 150 32.1 169 291 608 22 150 30.5 168 168 731 11 84 23.1 178 172 727 10 83 24.3 176 147 747 40 73 24.6 188 145 754 9 96 22.3 197 157 742 65531 81 23.6 191 147 751 19 95 24.9 189 155 745 5 75 25.9 191 148 752 65534 72

[0092] Table 2

[0093] bus current rotational speed X-axis Y-axis Z-axis X-axis filter value 0 1 16 872 22 65467（-69） 1 71 30 851 38 65487（-49） 2 96 33 865 9 65496（-40） 3 118 25 862 27 65503（-33） 4 139 57 843 65535 65499（-37） 5 151 65476（-60） 838 13 65440（-96） 6 168 65457（-79） 821 0 65397（-139） 7 199 65471（-65） 831 22 65386（-150） 8 239 65489（-47） 827 54 65413（-123） 9 250 65480（-56） 824 50 65405（-131） 10 256 65469（-67） 826 28 65396（-140）

[0094] Table 3

[0095] bus current rotational speed X-axis Y-axis Z-axis X-axis filter value 0 0 78 821 12 65527（-9） 1 72 191 709 9 79 2 200 266 633 21 150 3 298 263 636 12 145 4 383 161 737 20 92 5 437 154 745 10 96 6 476 124 775 10 96 7 496 96 803 8 7 8 504 74 825 12 13 9 511 58 838 22 65519（-17） 10 515 78 818 24 65524（-12）

[0096] Table 4

[0097] Based on the above embodiments, the present invention further refines the determination that the vehicle is in a flat road condition when the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold. Figure 3 This is a flowchart of another vehicle automatic control method provided in an embodiment of the present invention, for reference. Figure 3 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0098] S301. Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0099] S302. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0100] S303. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0101] S304. When the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold, the vehicle is determined to be in a flat road condition.

[0102] S3041. When the steering angle is greater than or equal to the third threshold, the vehicle is determined to be in a flat road turning condition.

[0103] Specifically, the gyroscope sensor installed in the vehicle detects the vehicle's steering angle. When the steering angle is greater than or equal to a third threshold (e.g., 40°), it indicates that the vehicle is performing a turn on a flat road. Left turns, right turns, and U-turns can all be determined by whether the steering angle is greater than or equal to the third threshold.

[0104] S3042. When the steering angle is less than or equal to the fourth threshold, the vehicle is determined to be in a straight-ahead driving condition on a flat road.

[0105] Specifically, when the steering angle is less than or equal to the fourth threshold (e.g., 10°), it is understandable that, in actual operation, due to the unevenness of the road surface, the steering angle is not necessarily a fixed angle. As long as the steering angle is less than or equal to the fourth threshold, the vehicle is still judged to be in a straight-ahead driving condition on a flat road.

[0106] S305. Adjust the vehicle's output current according to the gradient and operating conditions.

[0107] Based on the above embodiments, the present invention further refines the adjustment of the vehicle's output current according to the gradient value and operating conditions. Figure 4 This is a flowchart of another vehicle automatic control method provided in an embodiment of the present invention, for reference. Figure 4 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0108] S401: Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0109] S402. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0110] S403. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0111] S404. Adjust the vehicle's output current according to the gradient and operating conditions.

[0112] S4041. When the vehicle is in a speed-uphill condition and the gradient value is less than or equal to the fifth threshold, the control output current is increased to the first preset range.

[0113] Specifically, when the vehicle is in a speed-uphill condition and the slope value calculated by the vehicle's main control module is less than or equal to the fifth threshold (e.g., 5°), it indicates that the slope the vehicle is on is relatively gentle. In this case, the vehicle's output current is increased to the first preset range (e.g., 80%-90% of the bus current) to ensure that the vehicle has sufficient power.

[0114] S4042. When the vehicle is in a speed-uphill condition and the gradient value is greater than the fifth threshold and less than or equal to the sixth threshold, the control output current is increased to the second preset range.

[0115] Specifically, when the vehicle is in a speed-uphill condition and the slope value calculated by the vehicle's main control module is greater than the fifth threshold (e.g., 5°) and less than or equal to the sixth threshold (e.g., 10°), it indicates that the slope the vehicle is on is relatively steep. In this case, the output current of the vehicle is increased to the second preset range (e.g., 90%-100% of the bus current) to significantly increase the vehicle's power and avoid the risk of accidents caused by insufficient power.

[0116] S4043. When the vehicle is in a speed-uphill condition and the gradient value is greater than the sixth threshold, the output current is increased to the maximum value and the vehicle's motor is controlled to start with a preset torque.

[0117] Specifically, when the vehicle is in a speed-uphill condition and the slope value calculated by the vehicle's main control module is greater than the sixth threshold (e.g., 10°), it indicates that the vehicle is on a steeper slope. At this time, the output current of the vehicle is increased to the maximum value, and the vehicle's motor controller controls the motor to start with a preset torque to ensure that the vehicle goes uphill at a constant speed and avoids insufficient power.

[0118] S4044. When the vehicle is going uphill at 0 speed, the motor is controlled to trigger the uphill starting torque compensation.

[0119] Specifically, when the vehicle is going uphill at 0 speed, which refers to the condition of starting on a slope, a large amount of power is required to achieve a safe and stable start. Therefore, the motor controller directly controls the motor to trigger the uphill starting torque compensation, so as to achieve a smooth start and completely avoid the risk of the vehicle rolling back.

[0120] S4045. When the vehicle is on a flat road, the control output current is within the third preset range.

[0121] Specifically, when the vehicle is on a flat road, it means that this number does not need to output too much power, and it is only necessary to keep the output current stable. Therefore, the output current of the vehicle is controlled within the third preset range (e.g., 30%-50%) to match the needs of economical driving.

[0122] S4046. When the vehicle is in a downhill condition, the output current is controlled to be less than or equal to the second threshold, and the vehicle is controlled to start the kinetic energy recovery mode.

[0123] Specifically, when the vehicle is on a downhill slope, it indicates that there is no need for excessive power output. Therefore, while controlling the output current to be less than or equal to the second threshold (50%), the vehicle is controlled to start the kinetic energy recovery mode to convert mechanical energy into electrical energy and charge the battery to save energy consumption.

[0124] Based on the above embodiments, the present invention further refines the process of adjusting the vehicle's output current according to the gradient value and operating conditions. Figure 5 This is a flowchart of another vehicle automatic control method provided in an embodiment of the present invention, for reference. Figure 5 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0125] S501: Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0126] S502. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0127] S503. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0128] S504. Adjust the vehicle's output current according to the gradient and operating conditions.

[0129] S5041. When the vehicle is going downhill and the real-time speed is greater than or equal to the seventh threshold, the vehicle decelerates through kinetic energy recovery.

[0130] Specifically, when the vehicle is going downhill, the vehicle's kinetic energy recovery mode will be activated. The kinetic energy recovery mode can not only slow down the vehicle, but also charge the vehicle's battery. When the vehicle's real-time speed is detected to be greater than or equal to the seventh threshold (e.g., 60 km / h), in order to avoid the risks caused by excessive speed, the vehicle will be controlled to slow down through kinetic energy recovery. In this way, the vehicle can not only slow down, but also charge the vehicle's battery.

[0131] S5042. When the vehicle is going downhill and the real-time speed is greater than or equal to the eighth threshold, control the vehicle to start hydraulic or electronic auxiliary braking to decelerate.

[0132] Specifically, when the vehicle is going downhill and its real-time speed is greater than or equal to the eighth threshold (e.g., 80 km / h), it is no longer safe to slow down slowly by regenerative braking. Therefore, in addition to regenerative braking, it is necessary to control the vehicle to activate hydraulic or electronic auxiliary braking to slow down in order to ensure safe driving.

[0133] S5043. When the steering angle is less than the third threshold, the vehicle is controlled to decelerate at level one.

[0134] Specifically, the vehicle needs to decelerate not only when going downhill, but also when turning; when the vehicle's steering angle is detected to be less than the third threshold (e.g., 40°), the vehicle is controlled to perform a first-level deceleration (i.e., light deceleration).

[0135] S5044. When the steering angle is greater than or equal to the third threshold, the vehicle is controlled to perform a second-level deceleration.

[0136] Specifically, when the vehicle's steering angle is detected to be greater than or equal to the third threshold (e.g., 40°), the vehicle is controlled to perform a second-level deceleration (i.e., deep deceleration), while the power output of the vehicle during the turning process is also limited to avoid the risk of the vehicle rolling over.

[0137] Based on the above embodiments, the present invention further refines the process of adjusting the vehicle's output current according to the gradient value and operating conditions. Figure 6 This is a flowchart of another vehicle automatic control method provided in an embodiment of the present invention, for reference. Figure 6 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0138] S601: Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0139] S602. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0140] S603. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0141] S604. Adjust the vehicle's output current according to the gradient and operating conditions.

[0142] S605. Obtain the real-time distance collected by the ranging sensor.

[0143] Specifically, multiple ranging sensors (such as laser ranging sensors) are distributed around the vehicle body, and these sensors collect real-time distances between the vehicle and various obstacles (such as cones, other vehicles, etc.).

[0144] S6051. When the real-time distance is less than or equal to the ninth threshold, the first-level kinetic energy recovery is triggered to decelerate the vehicle and the vehicle's voice alarm is activated.

[0145] Specifically, when the real-time distance detected by the ranging sensor is less than or equal to the ninth threshold (e.g., 20m), the first level of kinetic energy recovery is triggered to decelerate the vehicle, and the vehicle's voice alarm is activated to promptly remind the user.

[0146] S6052. When the real-time distance is less than or equal to the tenth threshold, the secondary kinetic energy recovery is triggered to decelerate and the primary braking is initiated.

[0147] Specifically, when the real-time distance detected by the ranging sensor is less than or equal to the tenth threshold (e.g., 12m), the secondary kinetic energy recovery is triggered to decelerate the vehicle, and the primary braking of the vehicle is initiated to slow down the vehicle in time and avoid a collision.

[0148] S6053. When the real-time distance is less than or equal to the eleventh threshold, the third-level kinetic energy recovery is triggered to decelerate and the second-level braking is initiated.

[0149] Specifically, when the real-time distance detected by the ranging sensor is less than or equal to the eleventh threshold (e.g., 5m), the third-level kinetic energy recovery is triggered for deceleration, and the vehicle's second-level braking is initiated. At the same time, the vehicle's main control module immediately cuts off the power output, triggers the maximum braking torque of the vehicle's motor, and simultaneously links the vehicle's braking system to achieve emergency braking. During the braking process, the braking force of the left and right wheels is adjusted to ensure vehicle stability and prevent fishtailing and skidding. All deceleration and braking thresholds can be customized according to the vehicle model and usage scenario, and the main control module can adjust the thresholds in real time according to the vehicle's load to improve the adaptability of the strategy.

[0150] Based on the above embodiments, the present invention further refines the process of adjusting the vehicle's output current according to the gradient value and operating conditions. Figure 7 This is a flowchart of another vehicle automatic control method provided in an embodiment of the present invention, for reference. Figure 7 The automatic control method for vehicles provided in this embodiment of the invention includes:

[0151] S701: Obtain the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity.

[0152] S702. Determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current.

[0153] S703. Determine the vehicle's operating conditions based on real-time speed, steering angle, bus current, gradient, and acceleration.

[0154] S704. Adjust the vehicle's output current according to the gradient and operating conditions.

[0155] S705, Obtain the vehicle's motor temperature.

[0156] Specifically, the motor temperature is obtained through temperature sensors on the vehicle.

[0157] S7051. When the motor temperature is less than or equal to the twelfth threshold, the vehicle's water pump is controlled to operate at the first preset power.

[0158] Specifically, when the temperature sensor detects that the motor temperature is less than or equal to the twelfth threshold (e.g., 45°C), the vehicle's water pump is controlled to operate at a first preset power (e.g., 10W) ​​to dissipate heat from the motor. The cooling fan is turned off to maintain the basic liquid cooling cycle and achieve energy-saving heat dissipation.

[0159] S7052. When the motor temperature is greater than the twelfth threshold and less than or equal to the thirteenth threshold, the water pump is controlled to run at the second preset power, and the vehicle's cooling fan is controlled to run at the first preset speed.

[0160] Specifically, when the motor temperature is greater than the twelfth threshold (e.g., 45℃) and less than or equal to the thirteenth threshold (e.g., 60℃), the water pump is controlled to run at the second preset power (e.g., 15W), and the vehicle's cooling fan is controlled to run at the first preset speed (e.g., 2000rpm). This increases the water pump speed to medium speed and the cooling fan to low speed, thus moderately improving heat dissipation efficiency and matching the medium power output requirements on flat roads.

[0161] S7053. When the motor temperature is greater than the thirteenth threshold and less than or equal to the fourteenth threshold, the water pump is controlled to run at the third preset power and the cooling fan is controlled to run at the second preset speed.

[0162] Specifically, when the motor temperature is greater than the twelfth threshold (e.g., 60℃) and less than or equal to the thirteenth threshold (e.g., 80℃), the water pump is controlled to run at the third preset power (e.g., 20W), and the vehicle's cooling fan is controlled to run at the second preset speed (e.g., 3000rpm), so that the water pump is increased to full speed and the cooling fan runs at high speed to achieve maximum heat dissipation efficiency and match the heat dissipation requirements of high power output uphill and long-term driving.

[0163] S7054. When the motor temperature exceeds the fourteenth threshold, the water pump is controlled to operate at the third preset power, the cooling fan is controlled to operate at the third preset speed, and the vehicle's output power is reduced.

[0164] Specifically, when the motor temperature exceeds the fourteenth threshold (e.g., 80°C), the water pump is controlled to run at the third preset power (e.g., 20W), and the vehicle's cooling fan is controlled to run at the second preset speed (e.g., 3000rpm). In addition, the vehicle's main control module reduces the vehicle's output power to reduce the heat generated by the power unit. At the same time, the liquid cooling module works at full load until the temperature drops to a safe range to prevent the power system from being damaged due to overheating.

[0165] Furthermore, the liquid cooling circulation pipes inside the vehicle are filled with high thermal conductivity coolant, and the pipes are arranged around the motor stator, controller power devices, and battery cell packs to achieve precise heat dissipation in the core heat-generating areas.

[0166] Based on the same inventive concept Figure 8 This is a schematic diagram of the structure of an automatic control device for a vehicle provided in an embodiment of the present invention, for reference. Figure 8 The present invention provides an automatic control system for a vehicle, which is used to execute the automatic control method of the vehicle in any of the above embodiments. The automatic control system includes: a main control module 1, a road condition perception module 2, a power control module 3, a safety braking module 4, and a liquid cooling heat dissipation module 5.

[0167] The road condition perception module 2 is connected to the main control module 1. The road condition perception module 2 is used to collect the real-time speed, bus current, acceleration, steering angle and angular velocity of the vehicle and transmit them to the main control module 1.

[0168] The power control module 3 is connected to the main control module 1. The power control module 3 is used to adjust the output current and output torque of the vehicle according to the instructions of the main control module 1.

[0169] The safety braking module 4 is connected to the main control module 1. The safety braking module 4 is used to control the kinetic energy recovery efficiency of the vehicle according to the instructions of the main control module 1.

[0170] The liquid cooling heat dissipation module 5 is connected to the main control module 1, and the liquid cooling heat dissipation module 5 is used to regulate the temperature of the vehicle's motor and battery;

[0171] The main control module 1 is used to determine the gradient value of the road condition based on the steering angle, angular velocity, real-time speed, and bus current; and to determine the vehicle's operating conditions based on the real-time speed, steering angle, bus current, gradient value, and acceleration.

[0172] Specifically, the main control module 1 is the core computing and scheduling unit of the system. It is equipped with a high-performance, low-power artificial intelligence computing chip, integrates an all-terrain road condition recognition model and an angle self-learning algorithm, and communicates with each module through the Controller Area Network (CAN) / Local Interconnect Network (LIN) bus to realize data reception, processing, command issuance and collaborative scheduling of each module; at the same time, it completes the iterative optimization of the model and adjusts the parameter thresholds of various control strategies.

[0173] The road condition perception module 2 includes a gyroscope sensor 21, a current / voltage sensor 22, a speed / vehicle speed sensor 23, a distance sensor 24, a slope / steering sensor 25, and a wheel grip sensor 26. The gyroscope sensor 21 collects the angular velocity of the vehicle, the distance sensor 24 collects the real-time distance of the vehicle, the slope / steering sensor 25 collects the steering angle of the vehicle, and the wheel grip sensor 26 collects the wheel grip force. The collected vehicle data is transmitted to the main control module 1. Each sensor adopts an anti-interference, waterproof, and shockproof design to adapt to complex driving environments such as outdoor, bumpy, and slippery conditions.

[0174] The power control module 3 includes: a motor 31, a motor controller 32, and a battery management system 33. The power control module 3 is used to receive the power adaptive adjustment command from the main control module 1, control the output current and output torque of the vehicle, realize graded power output of uphill acceleration, 0-speed start-up compensation, flat road stability, and downhill power recovery, and at the same time complete the charging and discharging management of the battery and overcharge and over-discharge protection.

[0175] The safety braking module 4 includes: a regenerative braking unit 41, a hydraulic / electronic auxiliary braking unit 42, an emergency braking unit 43, and a braking force adjustment submodule 44; it executes downhill deceleration, cornering deceleration, collision avoidance deceleration, and emergency safety braking strategies; the braking force adjustment submodule 44 can adjust the braking force of the left and right wheels in real time to ensure the stability of the vehicle during braking and avoid fishtailing and skidding.

[0176] The liquid cooling heat dissipation module 5 includes: an integrated liquid cooling circulation pipeline 51, a variable frequency water pump 52, a speed-regulating cooling fan 53, a multi-point temperature sensor 54, a high thermal conductivity coolant 55, and a heat dissipation tank 56; the liquid cooling circulation pipeline is respectively attached to the core heat-generating areas of the motor stator, the controller power devices, and the battery cell pack; the temperature sensor collects the operating temperature of each power unit in real time; the main control module 1 controls the water pump speed and the cooling fan speed according to the temperature range to achieve graded adaptive heat dissipation.

[0177] Optionally, the automatic control system for a vehicle provided in this embodiment of the invention further includes a human-machine interaction module 6 and a data iteration module 7;

[0178] The human-machine interaction module 6 is connected to the main control module 1, and the human-machine interaction module 6 is used to display the vehicle's operating information and alarm information;

[0179] The data iteration module 7 is connected to the main control module 1, and the data iteration module 7 is used to record the vehicle's historical operating data.

[0180] Specifically, the human-machine interaction module 6 includes: an in-vehicle high-definition display screen 61 and a voice broadcast unit 62. The in-vehicle high-definition display screen 61 displays the vehicle's driving status, road conditions, power system temperature, system operating status, etc. in real time; the voice broadcast unit 62 issues graded safety warnings (such as overspeeding on downhill slopes, obstacles ahead, deceleration when turning, etc.) and system status feedback (such as regenerative braking, liquid cooling, emergency braking, etc.), and supports voice broadcast volume adjustment and customizable warning methods.

[0181] The data iteration module 7 includes: a full-process data recording submodule 71, an incremental sample filtering submodule 72, and an all-terrain road condition recognition model iteration optimization submodule 73. The data iteration module 7 records road condition data, power adjustment data, heat dissipation data, safety braking data, and system operating data of the vehicle's all-terrain driving, including parameter thresholds, power output ratios, heat dissipation strategies, braking strategies, and execution effects under various road conditions. It filters out effective data (such as slope recognition errors, power output mismatches, and braking strategy lags) as training samples and transmits them to the main control module. The main control module 1 uses incremental samples to iteratively optimize the all-terrain road condition recognition model, adjusting the road condition judgment threshold, slope self-learning parameters, power adjustment ratio, and braking strategy threshold to continuously improve the accuracy and fit of road condition recognition, power control, and safety braking.

[0182] The system of this invention can be remotely iteratively optimized through software upgrades without on-site modifications; it can also be equipped with mobile phone software interconnection functions, enabling users to remotely customize system parameters and view vehicle driving status in real time, further enhancing the user experience; at the same time, it can add functions such as tire pressure monitoring and automatic light control, achieving a comprehensive upgrade of vehicle intelligence.

[0183] The vehicle control module 8 includes: electric vehicle BMS submodule 81, power drive submodule 82, steering / brake submodule 83 and vehicle power electronics module 84. The vehicle control module 8 integrates battery management, power drive, steering control and power supply to realize automatic control of the vehicle.

[0184] The following detailed description of the embodiments of the present invention is based on a practical application scenario of a 60V / 20Ah electric motorcycle, which aims to further illustrate the present invention, rather than limiting the scope of protection of the present invention.

[0185] 1. System setup and parameter initialization

[0186] The system comprises a main control module 1, a road condition perception module 2, a power control module 3, a safety braking module 4, and a liquid cooling module 5. Liquid cooling circulation pipes surround the motor stator, controller power devices, and battery cell packs, filled with high thermal conductivity coolant. Initialized system parameters are: downhill safe speed threshold of 40 km / h, turning warning angle of 30°, collision avoidance warning threshold of 5m, braking threshold of 3m, emergency braking threshold of 1m, and liquid cooling temperature range of ≤45℃ and 45℃. <T≤60℃、60℃<T≤80℃、T> 80℃.

[0187] 2. All-terrain road condition recognition and slope self-learning

[0188] During the operation of the electric motorcycle, the road condition perception module 2 collects parameters in real time: when the bus current = 85% and the acceleration = -0.2m / s² is detected, the main control module 1 determines that there is speed going uphill. At the same time, it calls the angle self-learning algorithm to calculate the slope learning value based on the gyroscope, current, voltage and speed data. After matching with the original data, the slope value is updated to 8°, and the number of subsequent adjustments is reduced.

[0189] 3. Uphill dynamic adaptive adjustment

[0190] Based on the 8° slope value, the main control module sends a command to the power control module 3 to increase the bus current to 95%, thereby achieving high power output for uphill driving and ensuring that the electric motorcycle can go uphill at a constant speed without any power shortage. The liquid cooling module 5 detects that the motor operating temperature has risen to 55°C, entering the medium temperature range. The water pump runs at medium speed and the cooling fan runs at low speed to achieve moderate heat dissipation.

[0191] 4. Downhill deceleration and energy recovery

[0192] When the electric motorcycle travels downhill, the road condition sensing module 2 detects that the bus current is 40% and the acceleration is 0.3m / s². The main control module 1 determines that it is downhill and immediately cuts off the excess power output, limiting the bus current to 40%. At the same time, it triggers the motor power recovery mode to convert kinetic energy into electrical energy to replenish the battery. When the speed increases to 42km / h (exceeding the downhill safety threshold), it triggers power recovery to decelerate and reduces the speed to 38km / h, maintaining it within the safety threshold.

[0193] 5. Adaptive deceleration during turns

[0194] When the electric motorcycle reaches a turning section, the road condition perception module 2 detects a steering angle of 40° (≥30° warning threshold). The main control module 1 determines that it is a large-angle turn and immediately triggers adaptive deceleration to reduce the speed from 38km / h to 20km / h, while limiting power output to prevent the vehicle from overturning. After the turn is completed, the normal speed and power output are automatically restored.

[0195] 6. Decelerate in advance to avoid collisions

[0196] When the electric motorcycle is in motion, the distance sensor detects an obstacle 3m ahead (reaching the braking threshold). The main control module 1 immediately triggers moderate power recovery deceleration + light braking, and at the same time issues a voice warning through the human-machine interaction module 6: "There is an obstacle ahead, please slow down." After the obstacle is removed, the brake is automatically released and normal driving resumes.

[0197] 7. Emergency safety braking

[0198] When a sudden obstacle (below the emergency braking threshold) is detected 0.8m ahead, the main control module 1 immediately cuts off the power output, triggers the maximum braking torque of the safety braking module 4, and links the vehicle's braking system to achieve emergency braking. At the same time, the braking force adjustment submodule adjusts the braking force of the left and right wheels to ensure smooth braking of the vehicle without fishtailing or skidding. After braking is completed, a voice announcement is made: "Emergency braking completed. Please observe the road conditions."

[0199] 8. Overheating and power limiting

[0200] When an electric motorcycle is going uphill for a long time with high power output, the temperature sensor detects that the motor operating temperature has risen to 82℃ (over-temperature range). The main control module 1 first triggers the power limiting output to reduce the bus current to 70% and reduce motor heat generation. At the same time, the liquid cooling module 5 works at full load, the water pump runs at full speed, and the cooling fan runs at high speed until the motor temperature drops to 75℃ and normal power output is restored.

[0201] 9. Data Iteration and Optimization

[0202] The data iteration module records all-terrain road condition data, power adjustment data, heat dissipation data, and braking data for this trip. It selects effective data such as slope recognition error and downhill deceleration threshold adjustment as incremental samples to iteratively optimize the all-terrain road condition recognition model, adjust the uphill power output ratio and downhill deceleration threshold, and improve the accuracy of subsequent control.

[0203] The automatic control system for a vehicle provided in this embodiment of the invention can achieve the same technical effects as the automatic control method for a vehicle provided in the above-described embodiments of the invention, and will not be described again here.

[0204] According to the same inventive concept, embodiments of the present invention also provide a vehicle, including an automatic control system for a vehicle as described in the above embodiments.

[0205] Specifically, the technical solutions of this invention are not only applicable to electric motorcycles, but can also be adapted to various electric vehicles such as electric bicycles, low-speed new energy four-wheeled vehicles, and electric tricycles by adjusting system parameters and hardware module specifications. For vehicles with different loads and power levels, the power output ratio, braking threshold, and heat dissipation temperature range can be customized and adjusted to improve the system's adaptability.

[0206] The vehicle provided in this embodiment of the invention achieves the same technical effect as the automatic control system of the vehicle provided in the above-described embodiment of the invention, and will not be repeated here.

[0207] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. An automatic control method for a vehicle, characterized in that, include: Acquire the vehicle's real-time speed, bus current, acceleration, steering angle, and angular velocity; The gradient value of the road condition is determined based on the steering angle, the angular velocity, the real-time speed, and the bus current. The operating conditions of the vehicle are determined based on the real-time speed, the steering angle, the bus current, the gradient value, and the acceleration. The vehicle's output current is adjusted according to the slope value and the operating conditions.

2. The automatic control method for a vehicle according to claim 1, characterized in that, The operating conditions of the vehicle are determined based on the real-time speed, the steering angle, the bus current, the gradient value, and the acceleration, including: When the real-time speed is greater than 0, the acceleration is less than 0, and the bus current is greater than or equal to the first threshold, the vehicle is determined to be in a speed-uphill condition. When the real-time speed is 0 and the gradient value is greater than 0, the vehicle is determined to be in an uphill driving condition with a speed of 0. When the real-time speed is greater than 0, the acceleration is greater than or equal to 0, and the bus current is less than or equal to the second threshold, the vehicle is determined to be in a downhill condition. When the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold, the vehicle is determined to be in a flat road condition. Wherein, the first threshold is greater than the second threshold.

3. The automatic control method for a vehicle according to claim 2, characterized in that, After determining that the vehicle is in a flat road condition when the real-time speed is greater than 0 and the bus current is greater than the second threshold and less than the first threshold, the method further includes: When the steering angle is greater than or equal to the third threshold, the vehicle is determined to be in a flat road turning condition. When the steering angle is less than or equal to the fourth threshold, the vehicle is determined to be traveling straight on a flat road; wherein the third threshold is greater than the fourth threshold.

4. The automatic control method for a vehicle according to claim 3, characterized in that, Adjusting the vehicle's output current based on the slope value and the operating conditions includes: When the vehicle is in the uphill condition with speed and the gradient value is less than or equal to the fifth threshold, the output current is controlled to be increased to the first preset range. When the vehicle is in the uphill condition with speed and the gradient value is greater than the fifth threshold and less than or equal to the sixth threshold, the output current is controlled to be increased to the second preset range. When the vehicle is in the uphill condition with speed and the gradient value is greater than the sixth threshold, the output current is controlled to increase to the maximum value, and the vehicle's motor is controlled to start with a preset torque. When the vehicle is in the uphill condition at 0 speed, the motor is controlled to trigger uphill starting torque compensation; When the vehicle is in the flat road condition, the output current is controlled to be within the third preset range; When the vehicle is in the downhill condition, the output current is controlled to be less than or equal to the second threshold, and the vehicle is controlled to start the kinetic energy recovery mode.

5. The automatic control method for a vehicle according to claim 3, characterized in that, After adjusting the vehicle's output current based on the slope value and the operating conditions, the method further includes: When the vehicle is in the downhill condition and the real-time speed is greater than or equal to the seventh threshold, the vehicle decelerates through kinetic energy recovery. When the vehicle is in the downhill condition and the real-time speed is greater than or equal to the eighth threshold, the vehicle is controlled to start hydraulic or electronic auxiliary braking to decelerate. When the steering angle is less than the third threshold, the vehicle is controlled to perform a first-level deceleration. When the steering angle is greater than or equal to the third threshold, the vehicle is controlled to perform a second-level deceleration.

6. The automatic control method for a vehicle according to claim 3, characterized in that, After adjusting the vehicle's output current based on the slope value and the operating conditions, the method further includes: Obtain the real-time distance collected by the ranging sensor. When the real-time distance is less than or equal to the ninth threshold, the first-level kinetic energy recovery is triggered to decelerate the vehicle, and the vehicle's voice alarm is activated. When the real-time distance is less than or equal to the tenth threshold, the secondary kinetic energy recovery is triggered to decelerate and the primary braking is initiated. When the real-time distance is less than or equal to the eleventh threshold, the third-level kinetic energy recovery is triggered to decelerate and the second-level braking is initiated; wherein, the ranging sensor is used to detect the distance between the vehicle and the obstacle.

7. The automatic control method for a vehicle according to claim 3, characterized in that, After adjusting the vehicle's output current based on the slope value and the operating conditions, the method further includes: Obtain the motor temperature of the vehicle; When the motor temperature is less than or equal to the twelfth threshold, the vehicle's water pump is controlled to operate at a first preset power. When the motor temperature is greater than the twelfth threshold and less than or equal to the thirteenth threshold, the water pump is controlled to operate at the second preset power, and the vehicle's cooling fan is controlled to operate at the first preset speed. When the motor temperature is greater than the thirteenth threshold and less than or equal to the fourteenth threshold, the water pump is controlled to run at the third preset power and the cooling fan is controlled to run at the second preset speed. When the motor temperature exceeds the fourteenth threshold, the water pump is controlled to operate at a third preset power, the cooling fan is controlled to operate at a second preset speed, and the vehicle's output power is reduced.

8. An automatic control system for a vehicle, characterized in that, An automatic control method for executing a vehicle as described in any one of claims 1 to 7, wherein the automatic control system comprises: a main control module, a road condition perception module, a power control module, a safety braking module, and a liquid cooling heat dissipation module; The road condition sensing module is connected to the main control module. The road condition sensing module is used to collect the vehicle's real-time speed, bus current, acceleration, steering angle and angular velocity, and transmit them to the main control module. The power control module is connected to the main control module, and the power control module is used to adjust the output current and output torque of the vehicle according to the instructions of the main control module. The safety braking module is connected to the main control module, and the safety braking module is used to control the kinetic energy recovery efficiency of the vehicle according to the instructions of the main control module. The liquid cooling heat dissipation module is connected to the main control module, and the liquid cooling heat dissipation module is used to regulate the temperature of the vehicle's motor and battery; The main control module is used to determine the gradient value of the road condition based on the steering angle, the angular velocity, the real-time speed, and the bus current; and to determine the operating condition of the vehicle based on the real-time speed, the steering angle, the bus current, the gradient value, and the acceleration.

9. The automatic control system for a vehicle according to claim 8, characterized in that, It also includes a human-computer interaction module and a data iteration module; The human-machine interaction module is connected to the main control module, and the human-machine interaction module is used to display the vehicle's operating information and alarm information; The data iteration module is connected to the main control module, and the data iteration module is used to record the historical operating data of the vehicle.

10. A vehicle, characterized in that, The automatic control system of the vehicle as described in any one of claims 8 to 9.

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