Energy-saving optimization system for vehicle energy consumption characteristics

Abstract

The invention discloses an energy-saving optimization system for energy consumption characteristics of a carrier, and belongs to the field of automobiles, the energy-saving optimization system for the energy consumption characteristics of the carrier comprises an endurance detection processing module used for continuously monitoring a marked endurance mileage displayed by an instrument panel of an electric automobile, and when it is detected that the marked endurance mileage is lower than a preset critical threshold value, the endurance detection processing module is used for continuously monitoring the marked endurance mileage displayed by the instrument panel of the electric automobile; automatically activating an energy-saving optimization mode; the high-energy-consumption driving limiting module is used for recognizing high-energy-consumption driving behaviors in real time in the energy-saving optimization mode, and the high-energy-consumption driving behaviors comprise rapid acceleration, emergency braking and continuous high-speed driving; for high-energy-consumption driving behaviors, compared with the prior art, the method has the beneficial effects that the high-energy-consumption driving behaviors are limited by detecting the driving working condition of the electric vehicle, common scenes capable of decelerating and recycling energy are recognized, energy is effectively recycled, energy consumption is reduced, the difference between the marked endurance and the actual endurance is reduced, and the driving safety of the electric vehicle is improved. The use experience of drivers is improved.

Description

Technical Field

[0001] This invention belongs to the automotive field, and in particular relates to an energy-saving optimization system oriented towards the energy consumption characteristics of vehicles. Background Technology

[0002] In the electric vehicle sector, the discrepancy between advertised and actual range often impacts the driver's experience. This difference stems in part from the complex influence of vehicle energy consumption characteristics (such as driving conditions) (Note: While factors like range testing scenarios, the impact of ambient temperature on battery performance, and vehicle design differences are equally important, they will not be discussed in detail here). For example, during rapid acceleration, the motor outputs a large amount of power instantaneously, increasing energy loss. During emergency braking, the kinetic energy recovery system may not be able to fully recover energy, further reducing energy efficiency. Furthermore, air resistance (wind resistance) is proportional to the square of vehicle speed; overcoming wind resistance at high speeds increases dramatically, becoming a major source of energy consumption. However, many drivers, based on their advertised range expectations, employ high-energy-consuming driving techniques (such as frequent rapid acceleration, emergency braking, and high-speed driving), leading to a further reduction in actual range and exacerbating the experience gap, necessitating improvement. Summary of the Invention

[0003] Therefore, it is necessary to provide an energy-saving optimization system that addresses the above-mentioned problems and is tailored to the energy consumption characteristics of vehicles.

[0004] The present invention is implemented as follows: an energy-saving optimization system oriented towards the energy consumption characteristics of vehicles, comprising:

[0005] The range detection and processing module continuously monitors the marked range displayed on the electric vehicle's dashboard. When the marked range is detected to be lower than a preset critical threshold, the energy-saving optimization mode is automatically activated.

[0006] The high-energy-consumption driving restriction module is used to identify high-energy-consumption driving behaviors in real time during energy-saving optimization mode. High-energy-consumption driving behaviors include rapid acceleration, emergency braking, and continuous high-speed driving. For high-energy-consumption driving behaviors, the module will issue reminders and warnings to the driver through the instrument panel, sound, or HUD (configuration of the car's smart cockpit), while limiting power output (such as limiting torque response) for rapid acceleration and implementing speed limit control for high-speed driving.

[0007] The predictive deceleration energy recovery module combines data from map software (such as Baidu Maps and Gaode Maps) to analyze road conditions ahead in real time (such as traffic light changes, traffic speed, curves, and slopes) and predict scenarios requiring deceleration (e.g., red lights or traffic jams). When deceleration is predicted, the driver is prompted to release the accelerator pedal in advance, allowing the electric vehicle to utilize the high-intensity kinetic energy recovery system (single-pedal mode or strong recovery mode) to achieve a smooth deceleration, thereby maximizing energy recovery and reducing or avoiding the use of mechanical braking, thus lowering energy consumption.

[0008] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, wherein the range detection and processing module includes:

[0009] The marked range detection unit is used to continuously read the marked range data displayed on the instrument panel through the vehicle's BMS (Battery Management System) and update the current marked range at a fixed frequency (e.g., once per second).

[0010] The dynamic comparison unit is used to dynamically compare the marked range with a preset critical threshold (e.g., 50km, which can be customized). If the marked range is detected to be lower than the preset critical threshold, the energy-saving optimization mode activation command is triggered.

[0011] The energy-saving optimization activation unit is used to send mode switching signals to all vehicle subsystems (powertrain, energy recovery, human-machine interaction, etc.) to activate the underlying control strategy of the energy-saving optimization mode.

[0012] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, wherein the high-energy-consumption driving limitation module includes:

[0013] The high-energy-consumption driving recognition unit is used to acquire sensor data in real time via the vehicle's CAN bus (serial communication protocol) and calculate the rate of change of accelerator pedal opening (e.g., >50% / second) or longitudinal acceleration (e.g., >2.5m / s²). 2 To identify rapid acceleration, monitor brake pedal pressure (e.g., >70 Bar) or deceleration (e.g., <-3.0 m / s²). 2 It identifies emergency braking by determining whether the vehicle speed has been continuously above the preset economic speed limit (e.g., 90 km / h) for a time threshold (e.g., 10 seconds).

[0014] The high-energy-consumption driving restriction unit is used to identify specific high-energy-consumption driving behaviors in real time through dashboard pop-ups, sounds (short beeps, voice prompts), or red flashing on the HUD. For rapid acceleration, it limits the output torque slope of the motor controller (e.g., reducing peak torque by 30%). For high-speed driving, it limits vehicle speed through electronic throttle mapping (e.g., modifying the accelerator pedal response curve to lock the maximum speed at 100km / h).

[0015] The output power reduction unit is used to trigger a soft cut-off of motor power when the vehicle briefly exceeds the speed limit due to road conditions (such as reaching 102 km / h due to inertia, exceeding 100 km / h), or when the electronic throttle mapping speed limit fails to prevent the vehicle speed from exceeding the speed limit. This controls the motor controller to gradually reduce the output power (instead of instantaneously cutting off the power) so that the vehicle speed gradually drops back below the speed limit.

[0016] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, wherein the deceleration energy recovery module includes:

[0017] The dynamic information acquisition unit is used to call the map API (Application Programming Interface) to obtain dynamic information of the path at the first set distance ahead (e.g., 2km). The dynamic information includes real-time traffic light phases and countdowns, real-time average traffic flow speed, road curvature and slope.

[0018] The deceleration prediction unit is used to build a deceleration prediction model based on road conditions. When the vehicle is less than 200m from the red light and the countdown is less than 15 seconds, a red light deceleration command is generated. If the speed of the traffic flow ahead is less than 50% of the current vehicle speed, a congestion deceleration command is generated. It detects the curvature of the road ahead (e.g., curve radius < 500m), and dynamically calculates the safe speed for passing through the curve by combining the current real-time vehicle speed, road surface adhesion coefficient (estimated based on weather / tire condition), and curve angle. If the current vehicle speed is higher than the safe speed, a curve deceleration command is generated. For road sections where a downhill slope connects to a flat road or an uphill slope (a slope exceeding 3% is considered a significant slope), it predicts the vehicle speed when reaching the bottom of the slope based on the slope value, vehicle mass, and current kinetic energy. If the predicted speed exceeds the speed limit (100km / h) due to inertia, a slope deceleration command is generated.

[0019] The deceleration guidance unit is used to guide the driver to release the accelerator pedal in advance based on the deceleration command, at a second preset distance before the target point (dynamically adjusted according to vehicle speed), through voice prompts (such as "Please release the accelerator pedal to decelerate") and HUD green arrow animation.

[0020] The energy recovery unit automatically activates a strong recovery mode (deceleration ≥ 0.3G) when the accelerator pedal is at zero, and adjusts the recovery torque in real time to allow the vehicle to smoothly approach the target point (red light line / end of traffic flow / corner entrance) according to the distance-speed curve. It monitors the deviation between the actual deceleration and the target value; if the kinetic energy recovery deceleration is insufficient, it intervenes with mechanical braking in stages to supplement the deceleration. An energy recovery priority strategy is established to ensure that braking energy is recovered primarily by the motor (e.g., >85% braking energy recovery), and full mechanical braking is only activated in emergency scenarios (e.g., pedestrians crossing, vehicles cutting in).

[0021] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, wherein the deceleration prediction unit further includes:

[0022] The multi-traffic-light passage subunit is used to predict the energy loss scenario of needing to brake urgently within a short distance after rapid acceleration, based on the status and spacing data of two consecutive traffic lights ahead. If the calculation shows that accelerating through the current green light will cause the electric vehicle to encounter a red light when it reaches the next traffic light (i.e., triggering a red light deceleration command), the subunit generates a multi-traffic-light deceleration command by prompting the HUD to avoid accelerating through the current green light.

[0023] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, wherein the deceleration prediction unit further includes:

[0024] The multi-curve passage subunit is used to dynamically calculate the safe speed for passing the sharpest curve when entering a series of curves. If the current speed is higher than the safe speed, a curve deceleration command is generated.

[0025] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, further comprising:

[0026] The tunnel passage module identifies a sudden change in air resistance 200 meters before entering the tunnel if the vehicle speed exceeds the tunnel passage threshold (e.g., 80 km / h). It then temporarily reduces the motor output power by 5% (equivalent to increasing gradient resistance) by dynamically adjusting the electronic throttle mapping, simultaneously triggering a green dynamic icon for tunnel wind resistance compensation on the HUD. Upon exiting the tunnel, it provides a reverse compensation of 3% power output to counteract the sudden drop in wind pressure, allowing the vehicle to maintain the target speed (fluctuation ≤ ±2 km / h) without driver intervention. This eliminates unintentional throttle compensation caused by the air pressure difference inside and outside the tunnel, achieving energy-saving optimization.

[0027] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, further comprising:

[0028] A specific downhill trigger module is used to prompt the driver to press the accelerator pedal to 80% to trigger the sprint mode when the slope is 0.5%-2% and there are no obstacles 500 meters ahead. While maintaining the vehicle speed below the speed limit (100km / h), the motor load is locked to 90% of its peak efficiency range (at which point the motor efficiency is >95%, much higher than the 85% of the normal load) to achieve short-term acceleration. Then, the driver is prompted to fully release the accelerator pedal to start zero-regenerative coasting. The downhill potential energy is converted to offset wind resistance, and the vehicle speed naturally decreases from the peak (e.g., 95km / h) to the economic speed range (70-80km / h). Finally, with the help of the slope, the energy loss of high-speed sprint is covered by the benefits of long-distance coasting (taking accelerating from 60km / h to 80km / h and then coasting for 400 meters as an example, it is more energy-efficient than constant speed driving).

[0029] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, further comprising:

[0030] The cruise control module is used to detect road conditions and traffic flow. On highways or expressways where road conditions permit and traffic flow is stable, the vehicle's cruise control system (existing autonomous driving technology) is activated after the driver's permission to maintain a stable and uniform speed, avoiding unconscious speed fluctuations (sudden acceleration and deceleration) caused by the driver, which would increase power consumption.

[0031] In one embodiment, the present invention provides an energy-saving optimization system oriented towards vehicle energy consumption characteristics, further comprising:

[0032] The adaptive cruise module is used to detect road conditions and traffic flow. On highways or expressways where road conditions permit and traffic flow is stable, the adaptive cruise system (existing autonomous driving technology) is activated after obtaining permission from the driver. It automatically adjusts the vehicle speed according to the distance to the vehicle in front, optimizes the smoothness of acceleration and deceleration when following another vehicle, and reduces the extra energy loss caused by frequent manual operation of the accelerator and brake.

[0033] Compared with the prior art, the beneficial effects of the present invention are: the present invention restricts high-energy-consuming driving behavior by detecting the driving conditions of electric vehicles, identifies common scenarios in which energy can be recovered by deceleration, effectively recovers energy, reduces energy consumption, reduces the difference between the marked range and the actual range, and improves the driver's user experience. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the first part of an energy-saving optimization system for vehicle energy consumption characteristics provided in an embodiment of the present invention.

[0035] Figure 2 This is a schematic diagram of the battery life detection and processing module provided in an embodiment of the present invention.

[0036] Figure 3 This is a schematic diagram of a high-energy-consumption driving restriction module provided in an embodiment of the present invention.

[0037] Figure 4 This is a schematic diagram of the predictive deceleration energy recovery module provided in an embodiment of the present invention.

[0038] Figure 5 This is a schematic diagram of the first part of the structure of the deceleration prediction unit provided in an embodiment of the present invention.

[0039] Figure 6 This is a schematic diagram of the second part of the structure of the deceleration prediction unit provided in an embodiment of the present invention.

[0040] Figure 7This is a schematic diagram of the second part of an energy-saving optimization system for vehicle energy consumption characteristics provided in an embodiment of the present invention.

[0041] Figure 8 This is a schematic diagram of the third part of an energy-saving optimization system for vehicle energy consumption characteristics provided in an embodiment of the present invention.

[0042] Figure 9 This is a schematic diagram of the fourth part of an energy-saving optimization system for vehicle energy consumption characteristics provided in an embodiment of the present invention.

[0043] Figure 10 This is a schematic diagram of the fifth part of an energy-saving optimization system for vehicle energy consumption characteristics provided in an embodiment of the present invention. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0045] It is understood that the terms "first," "second," etc., used in this application may be used herein to describe various elements, but unless otherwise specified, these elements are not limited by these terms. These terms are used only to distinguish one element from another. For example, without departing from the scope of this application, a first script may be referred to as a second script, and similarly, a second script may be referred to as a first script.

[0046] In one embodiment, such as Figure 1 As shown, an energy-saving optimization system for vehicle energy consumption characteristics includes:

[0047] The range detection and processing module 1 continuously monitors the marked range displayed on the electric vehicle's dashboard. When the marked range is detected to be lower than a preset critical threshold, the energy-saving optimization mode is automatically activated.

[0048] The high-energy-consumption driving restriction module 2 is used to identify high-energy-consumption driving behaviors in real time during energy-saving optimization mode. High-energy-consumption driving behaviors include rapid acceleration, emergency braking, and continuous high-speed driving. For high-energy-consumption driving behaviors, the module will issue reminders and warnings to the driver through the instrument panel, sound, or HUD, while limiting power output (such as limiting torque response) for rapid acceleration and implementing speed limit control for high-speed driving.

[0049] The predictive deceleration energy recovery module 3 combines data from map software (such as Baidu Maps and Gaode Maps) to analyze road conditions ahead in real time (such as traffic light changes, traffic speed, curves, and slopes) and predict scenarios requiring deceleration (such as red lights or traffic jams). When deceleration is predicted, the driver is prompted to release the accelerator pedal in advance, allowing the electric vehicle to use the high-intensity kinetic energy recovery system (single-pedal mode or strong recovery mode) to achieve smooth deceleration, thereby maximizing energy recovery and reducing or avoiding the use of mechanical brakes, thus reducing energy consumption.

[0050] The range detection and processing module 1 continuously monitors and automatically triggers energy-saving modes when the range is low (e.g., below the 50km threshold), ensuring the system intervenes promptly when battery power is low, avoiding passive responses from the user. The high-energy-consumption driving restriction module 2 targets three high-energy-consumption scenarios: rapid acceleration, sudden braking, and high-speed driving. Through real-time identification (e.g., pedal change rate > 50% / second), tiered warnings (HUD / voice), and power restrictions (torque reduction 30% / speed limit 100km / h), it directly suppresses ineffective energy consumption caused by driving behavior, while cultivating energy-saving driving habits. The predictive deceleration energy recovery module 3 innovatively integrates map data (traffic light phases / traffic speed / curves and slopes) to predict deceleration points (e.g., 200 meters from a red light with a countdown < 15 seconds) and guides the user to release the accelerator in advance. Through strong recovery (≥0.3G deceleration), it maximizes the conversion of deceleration kinetic energy into electrical energy, reducing mechanical braking losses and improving actual range under low battery conditions.

[0051] In one embodiment, such as Figure 2 As shown, an energy-saving optimization system based on vehicle energy consumption characteristics includes a range detection and processing module 1 comprising:

[0052] The marked range detection unit 11 is used to continuously read the marked range data displayed on the instrument panel through the vehicle BMS (Battery Management System) and update the current marked range at a fixed frequency (e.g., once per second).

[0053] The dynamic comparison unit 12 is used to dynamically compare the marked range with a preset critical threshold (e.g., 50km, which can be customized). If the marked range is detected to be lower than the preset critical threshold, the energy-saving optimization mode activation command is triggered.

[0054] The energy-saving optimization activation unit 13 is used to send mode switching signals to all vehicle subsystems (powertrain, energy recovery, human-machine interaction, etc.) to activate the underlying control strategy of the energy-saving optimization mode.

[0055] The range detection unit 11 reads data from the vehicle's BMS instrument panel at high frequency (once per second) to ensure real-time range monitoring and avoid response delays caused by traditional periodic sampling. The dynamic comparison unit 12 introduces user-customizable critical thresholds (e.g., 50km), satisfying personalized needs in different scenarios (e.g., increasing the threshold in high-speed / cold environments) while accurately capturing battery critical points. The energy-saving optimization activation unit 13 uses a global broadcast mode switching signal (rather than single-point control) to achieve synchronous strategy switching of subsystems such as powertrain, energy recovery, and human-machine interaction, ensuring seamless coordinated activation of the underlying control strategy for energy-saving mode.

[0056] In one embodiment, such as Figure 3 As shown, an energy-saving optimization system for vehicle energy consumption characteristics includes a high-energy-consumption driving restriction module 2, which comprises:

[0057] The high-energy-consumption driving recognition unit 21 is used to acquire sensor data in real time via the vehicle's CAN bus and calculate the rate of change of accelerator pedal opening (e.g., >50% / second) or longitudinal acceleration (e.g., >2.5m / s²). 2 To identify rapid acceleration, monitor brake pedal pressure (e.g., >70 Bar) or deceleration (e.g., <-3.0 m / s²). 2 It identifies emergency braking by determining whether the vehicle speed has been continuously above the preset economic speed limit (e.g., 90 km / h) for a time threshold (e.g., 10 seconds).

[0058] The high-energy-consumption driving restriction unit 22 is used to mark specific high-energy-consumption driving behaviors in real time through dashboard pop-ups, sounds (short beeps, voice prompts), or red flashing on the HUD. For rapid acceleration, it limits the output torque slope of the motor controller (e.g., reducing peak torque by 30%). For high-speed driving, it limits the vehicle speed through electronic throttle mapping (e.g., modifying the accelerator pedal response curve to lock the maximum speed at 100km / h).

[0059] The output power reduction unit 23 is used to trigger a soft cut-off of motor power when the vehicle briefly exceeds the speed limit due to road conditions (such as reaching 102 km / h due to inertia, exceeding 100 km / h), or when the electronic throttle mapping speed limit fails to prevent the vehicle speed from exceeding the speed limit. This controls the motor controller to gradually reduce the output power (instead of instantaneously cutting off the power) so that the vehicle speed gradually drops back below the speed limit.

[0060] The high-energy-consumption driving recognition unit 21 can monitor in real time through multiple dimensions (such as using accelerator pedal change rate > 50% / second and longitudinal acceleration > 2.5m / s² for rapid acceleration determination). 2Dual-condition redundancy verification ensures the accuracy and anti-interference capability of behavior recognition, avoiding false triggers that disrupt the driving experience. The high-energy-consumption driving restriction unit 22 employs a dual-track strategy of warning and restriction (the HUD flashes red to indicate specific behavior categories, simultaneously implementing torque slope restriction and electronic throttle mapping speed limit). This approach enhances the driver's energy-saving awareness through human-machine interaction warnings while directly suppressing high-energy-consumption actions through underlying power control, achieving a balance between education and enforcement. The output power reduction unit 23 features a soft power cut-off mechanism (non-power-off hard restriction). When the vehicle briefly exceeds the speed limit due to inertia or other uncontrollable factors, the motor controller gradually reduces the output power, allowing the vehicle speed to smoothly return to below the speed limit. This ensures driving safety and ride comfort while completely eliminating energy waste caused by traditional rapid deceleration.

[0061] It is important to note that emergency braking may or may not trigger a warning, but no active intervention is applied (to avoid affecting safety and hazard avoidance). At the same time, the data is recorded for subsequent driving behavior analysis.

[0062] In one embodiment, such as Figure 4 As shown, an energy-saving optimization system for vehicle energy consumption characteristics includes a deceleration energy recovery module 3 comprising:

[0063] The dynamic information acquisition unit 31 is used to call the map API (such as Gaode SDK) to obtain dynamic information of the path at the first set distance ahead (such as 2km). The dynamic information includes the real-time phase and countdown of traffic lights, the real-time average speed of traffic flow, road curvature and slope.

[0064] The deceleration prediction unit 32 is used to establish a deceleration prediction model based on road conditions. When the vehicle is less than 200m from the red light and the countdown is less than 15 seconds, a red light deceleration command is generated. If the speed of the traffic flow ahead is less than 50% of the current vehicle speed, a congestion deceleration command is generated. It detects the curvature of the road ahead (e.g., curve radius < 500m), and dynamically calculates the safe speed for passing through the curve by combining the current real-time vehicle speed, road surface adhesion coefficient (estimated based on weather / tire condition), and curve angle. If the current vehicle speed is higher than the safe speed, a curve deceleration command is generated. For road sections where a downhill slope connects to a flat road or an uphill slope (a slope exceeding 3% is considered a significant slope), it predicts the vehicle speed when reaching the bottom of the slope based on the slope value, vehicle mass, and current kinetic energy. If the predicted speed exceeds the speed limit (100km / h) due to inertia, a slope deceleration command is generated.

[0065] The deceleration guidance unit 33 is used to guide the driver to release the accelerator pedal in advance at a second predetermined distance (dynamically adjusted according to vehicle speed) before the target point based on the deceleration command, through voice prompts (such as "Please release the accelerator pedal to decelerate") and HUD green arrow animation.

[0066] The energy recovery unit 34 automatically activates a strong recovery mode (deceleration ≥ 0.3G) when the accelerator pedal opening is zero, and adjusts the recovery torque in real time to allow the vehicle to smoothly approach the target point (red light line / end of traffic flow / corner entrance) according to the distance-speed curve. It monitors the deviation between the actual deceleration and the target value; if the kinetic energy recovery deceleration is insufficient, it intervenes with mechanical braking in stages to supplement the deceleration. An energy recovery priority strategy is established to ensure that braking energy is recovered primarily by the motor (e.g., >85% braking energy recovery), and full mechanical braking is only activated in emergency scenarios (e.g., pedestrians crossing, vehicles cutting in).

[0067] The motor-driven energy recovery system is based on a high-intensity kinetic energy recovery system. This system relies on an electromechanical composite braking system that works in tandem with a permanent magnet synchronous motor and an inverter. Its core design is a dual-mode collaboration: in single-pedal mode (when the driver fully releases the accelerator pedal) or strong recovery mode (manual activation), the motor controller switches to generator mode and generates electric braking torque by precisely controlling the reverse current intensity of the stator winding. At this time, the inverter uses space vector pulse width modulation technology to rectify the three-phase AC power into DC power and feed it back to the battery pack, thus recovering energy.

[0068] In one embodiment, such as Figure 5 As shown, an energy-saving optimization system oriented towards vehicle energy consumption characteristics, the deceleration prediction unit 32 further includes:

[0069] The multi-traffic light passage subunit 321 is used to predict the energy loss scenario of needing to brake urgently within a short distance after rapid acceleration, based on the status and spacing data of two consecutive traffic lights ahead. If the calculation shows that accelerating through the current green light will cause the electric vehicle to encounter a red light when it reaches the next traffic light (i.e., triggering a red light deceleration command), the subunit generates a multi-traffic light deceleration command by prompting the HUD to avoid accelerating through the current green light.

[0070] The multi-traffic light passage subunit 321 breaks through the limitations of traditional single-point prediction. From a global path perspective, it suppresses the drastic speed fluctuations caused by blindly chasing green lights and transforms the kinetic energy loss from frequent starts and stops into continuous coasting energy recovery (e.g., releasing the accelerator 200 meters in advance to gradually reduce speed with a 0.3G deceleration). This allows the vehicle to pass through multiple intersections at an optimized constant speed, reducing energy consumption in such scenarios.

[0071] In one embodiment, such as Figure 6 As shown, an energy-saving optimization system oriented towards vehicle energy consumption characteristics, the deceleration prediction unit 32 further includes:

[0072] The multi-curve passage subunit 322 is used to dynamically calculate the safe speed for passing the sharpest curve when entering a series of curves. If the current speed is higher than the safe speed, a curve deceleration command is generated.

[0073] The safe speed calculation for navigating curves is based on the principle of vehicle dynamics balance. It obtains the curvature of the road ahead (converted to the curve radius R), the current vehicle mass (m), the real-time vehicle speed (v), and the dynamically estimated road adhesion coefficient μ (calibrated based on weather, tire condition, and historical slip rate data) in real time, and considers the curve tilt angle θ (if it exists). These values ​​are then substituted into the centripetal force balance formula for solution. At the same time, a safety redundancy coefficient (such as 0.85) is added to cope with sensor errors and sudden road conditions. The final output is a safe speed threshold that ensures that the tire grip does not exceed the friction circle limit.

[0074] In one embodiment, such as Figure 7 As shown, an energy-saving optimization system oriented towards vehicle energy consumption characteristics also includes:

[0075] Tunnel passage module 4 is used to identify special air resistance sudden change conditions 200m before entering the tunnel if the vehicle speed exceeds the tunnel passage threshold (e.g., 80km / h). It temporarily reduces the motor output power by 5% by dynamically correcting the electronic throttle mapping relationship (equivalent to increasing gradient resistance), and simultaneously triggers the green dynamic icon in the tunnel wind resistance compensation display on the HUD. Upon exiting the tunnel, it provides reverse compensation of 3% power output to offset the sudden drop in wind pressure, allowing the vehicle to maintain the target speed (fluctuation ≤ ±2km / h) without driver intervention. This eliminates unintentional throttle compensation caused by the air pressure difference inside and outside the tunnel, achieving energy-saving optimization.

[0076] The tunnel passage module 4 precisely counteracts the unconscious accelerator pedal compensation action caused by the air pressure difference inside and outside the tunnel (the driver instinctively presses / releases the accelerator pedal to maintain vehicle speed), so that the vehicle can automatically maintain the target speed (fluctuation ≤ ±2km / h) without human intervention, eliminating the extra energy consumption caused by the drastic fluctuation of wind resistance, and achieving seamless energy-saving optimization for tunnel passage.

[0077] When a regular passenger car enters a tunnel at 80 km / h, the sudden change in wind resistance causes an increase in equivalent drag of about 4-7%. Taking 5% is sufficient to cover most vehicle types without excessively affecting power. The 3% exit compensation is because the sudden drop in wind pressure when exiting the tunnel will give the vehicle about 2-4% of equivalent thrust. The 3% compensation offsets the thrust to prevent the vehicle speed from soaring, while reserving a 1% safety margin to deal with crosswind disturbances.

[0078] In one embodiment, such as Figure 8 As shown, an energy-saving optimization system oriented towards vehicle energy consumption characteristics also includes:

[0079] The specific gentle downhill trigger module 5 is used to prompt the driver to press the accelerator pedal to 80% opening to trigger the sprint mode when the slope is 0.5%-2% and there are no obstacles 500 meters ahead. Under the premise of maintaining the vehicle speed below the speed limit (100km / h), the motor load is locked to 90% of the peak efficiency range (at this time the motor efficiency is >95%, which is much higher than the 85% of the normal load) to achieve short-term acceleration. Then, the driver is prompted to fully release the accelerator pedal to start zero recovery coasting. The potential energy of the downhill slope is converted to offset the wind resistance, so that the vehicle speed naturally decreases from the peak (such as 95km / h) to the economic speed range (70-80km / h). Finally, with the slope assistance, the energy loss of high-speed sprint is covered by the benefits of long-distance coasting (taking accelerating from 60km / h to 80km / h and then coasting for 400 meters as an example, it is more energy-efficient than constant speed driving).

[0080] The specific gentle downhill trigger module 5 combines the energy loss of short-term acceleration (occurring in the ultra-high efficiency range) with the benefits of long-distance gliding (eliminating recovery losses), so that the energy consumption of high-speed sprint is covered by potential energy gliding (such as gliding for 400 meters after acceleration), ultimately achieving lower overall energy consumption than constant speed driving on specific slopes.

[0081] The gradient is limited to 0.5%-2% because when the gradient is less than 0.5%, the potential energy converted into kinetic energy is insufficient to cover wind resistance and rolling resistance, resulting in a short coasting distance (less than 200 meters) that cannot offset the energy consumption of high-load sprints. When the gradient is greater than 2%, the vehicle's coasting acceleration is too high (greater than 0.15 m / s²). 2 Exceeding the speed limit (100km / h) can trigger forced braking and regenerative braking, thus disrupting the zero-regenerative braking strategy.

[0082] In one embodiment, such as Figure 9 As shown, an energy-saving optimization system oriented towards vehicle energy consumption characteristics also includes:

[0083] The cruise control module 6 is used to detect road conditions and traffic flow. On highways or expressways where road conditions permit and traffic flow is stable, the vehicle's cruise control system (existing autonomous driving technology) is activated after the driver's permission to maintain a stable and uniform speed, avoiding unconscious speed fluctuations (sudden acceleration and deceleration) caused by the driver, which would increase power consumption.

[0084] The cruise control module 6 completely avoids unconscious speed fluctuations caused by driver distraction or operating habits (such as frequent acceleration and deceleration of 1-5 km / h). Although these fluctuations are subtle, they can significantly increase energy consumption due to repeatedly overcoming vehicle inertia (especially at high speeds, wind resistance is proportional to the square of speed).

[0085] In one embodiment, such as Figure 10 As shown, an energy-saving optimization system oriented towards vehicle energy consumption characteristics also includes:

[0086] Adaptive cruise module 7 is used to detect road conditions and traffic flow. On highways or expressways where road conditions permit and traffic flow is stable, the adaptive cruise system (existing autonomous driving technology) is activated after obtaining permission from the driver. It automatically adjusts the vehicle speed according to the distance to the vehicle in front, optimizes the smoothness of acceleration and deceleration when following another vehicle, and reduces the additional energy loss caused by frequent manual operation of the accelerator and brake.

[0087] The adaptive cruise module 7 uses algorithms to precisely control acceleration (gradual start) and deceleration (mainly based on predictive recovery) when following another vehicle, which greatly reduces the frequency of sudden acceleration and braking operations caused by human reaction delay or insufficient prediction when following another vehicle (for example, the driver may over-brake when the vehicle in front decelerates slightly). It transforms the severe kinetic energy loss caused by frequent pedal operation into a smooth, predictable speed adjustment that is more conducive to energy recovery, thereby reducing the additional energy consumption in following other vehicles.

[0088] It should be understood that although the steps in the flowcharts of the various embodiments of the present invention are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the various embodiments may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0089] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0090] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

[0091] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0092] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An energy-saving optimization system oriented towards the energy consumption characteristics of vehicles, characterized in that, This energy-saving optimization system, designed to address the energy consumption characteristics of vehicles, includes: The range detection and processing module is used to continuously monitor the marked range displayed on the dashboard of the electric vehicle. When the marked range is detected to be lower than the preset critical threshold, the energy-saving optimization mode is automatically activated. The high-energy-consumption driving restriction module is used to identify high-energy-consumption driving behaviors in real time during energy-saving optimization mode. High-energy-consumption driving behaviors include rapid acceleration, emergency braking, and continuous high-speed driving. For high-energy-consumption driving behaviors, the module will issue reminders and warnings to the driver through the instrument panel, sound, or HUD, while limiting the power output of rapid acceleration and implementing speed limit control for high-speed driving. The predictive deceleration energy recovery module combines map software data to analyze road conditions ahead in real time and predict scenarios where deceleration is required. When deceleration is predicted, it prompts the driver to release the accelerator pedal in advance, allowing the electric vehicle to use the high-intensity kinetic energy recovery system to achieve smooth deceleration, thereby maximizing energy recovery and reducing or avoiding the use of mechanical brakes, thus reducing energy consumption.

2. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, The battery life detection and processing module includes: The marked range detection unit is used to continuously read the marked range data displayed on the instrument panel through the vehicle BMS and update the current marked range at a fixed frequency; The dynamic comparison unit is used to dynamically compare the marked range with a preset critical threshold. If the marked range is detected to be lower than the preset critical threshold, the power-saving optimization mode activation command is triggered. The energy-saving optimization activation unit is used to send mode switching signals to all vehicle subsystems to activate the underlying control strategy of the energy-saving optimization mode.

3. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, The high-energy-consumption driving limitation module includes: The high-energy-consumption driving recognition unit is used to acquire sensor data in real time through the vehicle's CAN bus, calculate the rate of change of accelerator pedal opening or longitudinal acceleration to identify rapid acceleration; monitor brake pedal pressure or deceleration to identify emergency braking; and determine whether the vehicle speed has been continuously greater than the preset economic speed limit for a certain period of time to identify high-speed driving. The high-energy-consumption driving restriction unit is used to mark specific high-energy-consumption driving behaviors in real time through dashboard pop-ups, sounds, or red flashing on the HUD; for rapid acceleration, it limits the output torque slope of the motor controller; for high-speed driving, it limits the vehicle speed through electronic throttle mapping. The output power reduction unit is used to trigger a soft cutoff of motor power when the vehicle briefly exceeds the speed limit due to road conditions, or when the electronic throttle mapping fails to prevent the vehicle speed from exceeding the speed limit. This controls the motor controller to gradually reduce the output power, so that the vehicle speed gradually drops back below the speed limit.

4. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, The predictive deceleration energy recovery module includes: The dynamic information acquisition unit is used to call the map API to obtain dynamic information of the path at the first set distance ahead. The dynamic information includes the real-time phase and countdown of traffic lights, the real-time average speed of traffic flow, and the road curvature and slope. The deceleration prediction unit is used to establish a deceleration prediction model based on road conditions. When the vehicle is less than 200m from the red light and the countdown is less than 15 seconds, a red light deceleration command is generated. If the speed of the traffic flow ahead is less than 50% of the current vehicle speed, a congestion deceleration command is generated. The curvature of the road ahead is detected, and the safe speed for passing through the curve is dynamically calculated by combining the current real-time vehicle speed, road surface adhesion coefficient and curve angle. If the current vehicle speed is higher than the safe speed, a curve deceleration command is generated. For road sections where the road is followed by a flat road or an uphill road after a downhill slope, the predicted vehicle speed when the vehicle reaches the bottom of the slope is predicted based on the slope value, vehicle mass and current kinetic energy. If the predicted vehicle speed exceeds the speed limit due to inertia, a slope deceleration command is generated. The deceleration guidance unit is used to guide the driver to release the accelerator pedal in advance based on the deceleration command and a second set distance before the target point, through voice prompts and HUD green arrow animations. The energy recovery unit automatically activates the strong recovery mode when the throttle opening is zero, and adjusts the recovery torque in real time to make the vehicle approach the target point smoothly according to the distance-speed curve; it monitors the deviation between the actual deceleration and the target value, and if the kinetic energy recovery deceleration is insufficient, it intervenes in stages with mechanical braking to make up for the deceleration; it establishes an energy recovery priority strategy to ensure that the braking energy is recovered by the motor first, and the full mechanical braking is only activated in emergency scenarios.

5. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 4, characterized in that, The deceleration prediction unit also includes: The multi-traffic-light passage subunit is used to predict the energy loss scenario of needing to brake urgently within a short distance after rapid acceleration if calculations show that accelerating through the current green light will cause the electric vehicle to encounter a red light when it reaches the next traffic light. Based on the status and spacing data of two consecutive traffic lights ahead, the subunit generates a multi-traffic-light deceleration command to avoid accelerating through the current green light.

6. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 4 or 5, characterized in that, The deceleration prediction unit also includes: The multi-curve passage subunit is used to dynamically calculate the safe speed for passing the sharpest curve when entering a series of curves. If the current speed is higher than the safe speed, a curve deceleration command is generated.

7. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, Also includes: The tunnel passage module is used to identify special air resistance sudden change conditions 200m before entering the tunnel if the vehicle speed exceeds the tunnel passage threshold. It temporarily reduces the motor output power by 5% by dynamically correcting the electronic throttle mapping relationship, and triggers the green dynamic icon in the tunnel wind resistance compensation displayed on the HUD. When exiting the tunnel, it compensates 3% of the power output in the opposite direction to offset the sudden drop in wind pressure, so that the vehicle can maintain the target speed without driver intervention. This eliminates the unconscious throttle compensation action caused by the air pressure difference inside and outside the tunnel, and achieves energy-saving optimization.

8. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, Also includes: A specific gentle downhill trigger module is used to prompt the driver to press the accelerator pedal to 80% opening to trigger the sprint mode when the slope is 0.5%-2% and there are no obstacles 500 meters ahead. While maintaining the vehicle speed below the speed limit, the motor load is locked to 90% of the peak efficiency range to achieve short-term acceleration. Then, the driver is prompted to fully release the accelerator pedal to start zero recovery coasting. The potential energy of the downhill slope is converted to offset wind resistance, so that the vehicle speed naturally decreases from the peak to the economic speed range. Finally, with the help of the slope, the energy loss of high-speed sprint is covered by the benefits of long-distance coasting.

9. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, Also includes: The cruise control module is used to detect road conditions and traffic flow. On highways or expressways where road conditions permit and traffic flow is stable, the vehicle's cruise control system is activated after the driver's permission to maintain a stable and uniform speed, avoiding unintentional speed fluctuations by the driver that would increase power consumption.

10. The energy-saving optimization system based on vehicle energy consumption characteristics according to claim 1, characterized in that, Also includes: The adaptive cruise module is used to detect road conditions and traffic flow. On highways or expressways where road conditions permit and traffic flow is stable, the adaptive cruise system is activated after the driver's permission. It automatically adjusts the vehicle speed according to the distance to the vehicle in front, optimizes the smoothness of acceleration and deceleration when following another vehicle, and reduces the extra energy loss caused by frequent manual operation of the accelerator and brake.

Images