Intelligent control and energy optimization management method for pure electric light truck power motor

Abstract

The application discloses a kind of pure electric light truck power motor intelligent control and energy optimization management method, it is related to new energy vehicle intelligent control and energy management technical field, including collection vehicle driving state signal and hydraulic operation demand signal, according to vehicle driving state signal determine vehicle current operating condition and determine control mode;System controller controls PTO system, and according to the battery power information and vehicle speed signal that BMS control system feedback adjusts the energy recovery power of motor, carries out numerical judgment with preset power threshold value;Continuously monitor the operating state parameters of motor and power battery system, when detecting that motor or power battery system appears fault signal, then system controller simultaneously closes the connection state of PTO system and rear transfer case, starts original vehicle engine system and directly drives hydraulic oil pump.The application realizes the comprehensive promotion of energy utilization efficiency, system reliability and intelligent level.

Description

Technical Field

[0001] This invention relates to the field of intelligent control and energy management technology for new energy vehicles, and in particular to an intelligent control and energy optimization management method for the power motor of a pure electric light truck. Background Technology

[0002] With the development of new energy technologies, pure electric light trucks, with their zero emissions, low energy consumption, and lower operating costs, are gradually being widely used in urban logistics, short-distance transportation, and special operations. However, the control and energy management of the power motor in pure electric light trucks under complex operating conditions still present significant challenges. On the one hand, the vehicle operation process needs to simultaneously consider driving and hydraulic operation conditions, resulting in frequent switching of the power motor between driving, power generation, and energy recovery modes. Traditional control strategies struggle to achieve dynamic coordination between vehicle driving status and hydraulic operation requirements. On the other hand, while battery management systems (BMS) can monitor the battery status, existing methods mostly rely on static threshold judgments, lacking multi-dimensional comprehensive optimization strategies that combine vehicle speed, braking energy, and hydraulic operation requirements, making it difficult to achieve real-time optimal adjustment of energy recovery power. Furthermore, when the motor or power battery system fails, existing technologies generally lack a redundant switching mechanism with the engine-driven hydraulic pump, making it difficult to guarantee the vehicle's continuous operation capability under emergency conditions. Therefore, it is evident that, under the premise of ensuring the safety and lifespan of the power battery, achieving intelligent and dynamic management of motor drive, energy recovery, and redundancy mode switching has become a key issue that urgently needs to be addressed in the field of pure electric light trucks.

[0003] CN108215895B discloses a method and management system for energy recovery management of pure electric vehicles. This method controls the flow of regenerated electrical energy during braking by detecting battery temperature, charge level, and remaining energy conversion power, and comparing these values ​​with preset thresholds. This solution can maintain a reasonable battery charge range during long downhill coasting conditions, ensuring braking capability and improving onboard electrical energy utilization. However, this method primarily focuses on energy management during downhill conditions, failing to consider the hydraulic operation requirements specific to light trucks, and does not address the redundancy switching mechanism between the electric motor and engine, making it difficult to meet the needs of complex operating environments.

[0004] CN116729106B proposes an intelligent energy management method for pure electric vehicles. It utilizes historical big data and Markov theory for operating condition prediction, and combines dynamic programming algorithms to allocate energy with the goal of minimizing power consumption, thereby improving overall vehicle energy efficiency and extending driving range. However, this method focuses more on optimizing overall vehicle energy consumption and fails to optimize control for the multi-condition switching problem of light trucks operating simultaneously with driving and hydraulic work. It also lacks a dynamic coupling mechanism between battery charge threshold and regenerative braking power, and does not provide emergency backup capability for the engine-driven hydraulic pump in case of motor or battery failure. Summary of the Invention

[0005] Given that existing energy management technologies for pure electric vehicles still suffer from problems such as insufficient precision in energy recovery power adjustment, inadequate working condition identification and mode switching, and lack of redundant emergency support mechanisms when applied to complex application scenarios like pure electric light trucks that perform both transportation tasks and hydraulic operations, this invention is proposed.

[0006] Therefore, the problem to be solved by this invention is how to achieve intelligent control and energy optimization management of the power motor in the application scenario of pure electric light trucks, so as to reasonably allocate the power transmission path between drive, energy recovery and hydraulic operation under different working conditions, and dynamically adjust the motor energy recovery power in combination with battery charge status and vehicle operating parameters. While ensuring the safe and reliable operation of the power battery system, it can improve the braking energy recovery efficiency and the overall vehicle energy efficiency, and provide emergency protection through the engine direct drive hydraulic system when the motor or battery system fails.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0008] In a first aspect, embodiments of the present invention provide an intelligent control and energy optimization management method for the power motor of a pure electric light truck, comprising,

[0009] Collect vehicle driving status signals and hydraulic operation demand signals, and determine the current working condition of the vehicle and the control mode based on the vehicle driving status signals;

[0010] Based on the established control mode, the system controller controls the PTO system and adjusts the energy recovery power of the motor according to the battery power information and vehicle speed signal fed back by the BMS control system, and makes a numerical judgment between the battery power information and the preset power threshold.

[0011] Based on the judgment results and the current control mode, the operating status parameters of the motor and power battery system are continuously monitored. When a fault signal is detected in the motor or power battery system, the system controller simultaneously closes the connection status of the PTO system and the rear transfer case, and starts the original vehicle engine system to directly drive the hydraulic oil pump.

[0012] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor described in this invention, the method includes: adjusting the energy recovery power of the motor based on battery power information and vehicle speed signal fed back by the BMS control system, including:

[0013] Send a connection activation command to the PTO system to control the PTO system to establish a mechanical connection with the original vehicle engine, so that the motor can receive the braking kinetic energy of the vehicle's transmission system through the front drive shaft;

[0014] At the same time, a disconnection control command is sent to the rear transfer case to control the rear transfer case to disconnect the mechanical connection with the hydraulic oil pump, so as to avoid the braking energy being consumed by the hydraulic system;

[0015] The battery power information is received from the BMS control system via the CAN bus. The battery power information is compared and analyzed with the preset charging strategy database to determine the maximum allowable charging power threshold of the current battery. The battery power information includes the current remaining battery capacity, battery temperature status, charging current limit and battery health status parameters.

[0016] The battery power information is received from the BMS control system via the CAN bus. The battery power information is compared and analyzed with the preset charging strategy database to determine the maximum allowable charging power threshold of the current battery. The battery power information includes the current remaining battery capacity, battery temperature status, charging current limit and battery health status parameters.

[0017] The battery charging acceptance coefficient is determined based on the battery power information, and the vehicle braking kinetic energy value is calculated based on the vehicle speed signal. The optimal energy recovery power value is calculated through a preset dynamic power distribution algorithm.

[0018] The optimal energy recovery power value is sent to the motor controller module in the three-in-one controller via the CAN bus to send a motor torque adjustment command to control the motor to convert braking kinetic energy into AC electrical energy.

[0019] The AC power is rectified and voltage regulated by the PDU module of the three-in-one controller, converted into DC power, and stored in the power battery system through the high-voltage distribution unit.

[0020] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor of the present invention, the method includes: numerically judging the battery power information against a preset power threshold, including:

[0021] The system controller continuously monitors the battery power information fed back by the BMS control system, and the built-in battery power monitoring module performs real-time analysis and evaluation of the battery power information.

[0022] When the remaining battery capacity in the battery power information is less than the preset power threshold, the system controller determines that the power battery system needs to be actively charged and replenished, and starts the engine power generation mode control sequence, sends a disconnect control command to the rear transfer case, controls the rear transfer case to disconnect the mechanical connection with the hydraulic oil pump, and blocks the power transmission path from the motor to the hydraulic system.

[0023] At the same time, a closed connection control command is sent to the PTO system to control the PTO system to establish a stable mechanical connection with the original vehicle engine;

[0024] The system sends a start command signal to the original vehicle engine system via the CAN bus, controls the original vehicle engine system to start to the preset power generation operating speed, and drives the motor to enter the power generation state through the PTO system and the front drive shaft.

[0025] The completion status of the transmission system configuration switching was verified by monitoring the rear transfer case connection status feedback signal and the PTO system connection status feedback signal.

[0026] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor described in this invention, it further includes:

[0027] Based on the completion status of the verification, a start command signal is sent to the ECU module of the original vehicle engine system via the CAN bus to control the original vehicle engine system to start from the idle or stopped state to the preset power generation operating speed.

[0028] Based on the current battery power information and battery charging demand parameters, the optimal engine operating speed is calculated, and mechanical power is transmitted to the motor through the PTO system and the front drive shaft, driving the motor to enter the power generation working state and generate AC power.

[0029] The AC power is transmitted to the PDU module of the three-in-one controller through a high-voltage connection line for power conversion processing, and the charging status information fed back by the BMS control system is received through the CAN bus.

[0030] The charging status information is analyzed and processed by the charging progress monitoring algorithm module built into the system controller to calculate the current battery charging completion status and the estimated time required to complete charging.

[0031] When the remaining battery capacity value in the charging status information reaches the preset charging completion threshold, the system controller generates a power generation stop command and shuts down the original vehicle engine system through the engine control module.

[0032] Based on the power generation stop command, a disconnect drive signal is sent to the PTO control solenoid valve through the high-voltage connection line to cut off the transmission connection between the engine and the motor, and restore the system state to the battery-driven standby state, waiting for the next operation requirement.

[0033] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor described in this invention, the method includes: continuously monitoring the operating status parameters of the motor and the power battery system, including:

[0034] The system controller continuously monitors the operating status signals of the motor and power battery system through a built-in fault detection module, wherein the operating status signals include motor fault signals and battery fault signals.

[0035] If a running status signal is detected, the fault information is written to the system fault log, the fault level is determined by a priority judgment algorithm, and an emergency redundancy mode switching command is initiated.

[0036] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor described in this invention, the method includes: directly driving the hydraulic oil pump by starting the original vehicle engine system, comprising:

[0037] Based on the redundancy mode switching command, a connection drive signal is synchronously sent to the PTO control solenoid valve through the high-voltage connection line, and a connection drive signal is sent to the transfer case control solenoid valve through the low-voltage connection line to establish a direct transmission path between the engine and the hydraulic oil pump.

[0038] An emergency start signal is sent through the start relay of the original vehicle engine system, and the engine speed is adjusted to the working speed of the hydraulic system through the engine control module, so that the original vehicle engine system outputs continuous mechanical power through the front drive shaft, PTO system, motor and rear drive shaft axial hydraulic oil pump.

[0039] The fault information is transmitted to the instrument display via the CAN bus, prompting the operator that the system has switched to engine direct drive mode. The instrument display outputs the corresponding fault code, fault component identification, current operating mode status, and redundant working mode indicator signal on the screen.

[0040] In redundant working mode, the working status of the hydraulic oil pump and the engine operating parameters are continuously monitored. The emergency response control module maintains a stable transmission connection between the original vehicle engine system and the hydraulic oil pump until the fault is cleared or manual switching operation is performed.

[0041] The fault signal, fault status information, and redundancy mode switching time are stored in the internal memory through the data recording module. When the fault is eliminated, the system can switch back to the normal electrical drive mode.

[0042] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor of the present invention, the method includes: collecting vehicle driving status signals and hydraulic operation demand signals; determining the current operating condition of the vehicle and determining the control mode based on the vehicle driving status signals.

[0043] The system controller establishes data communication connections with each sensor node of the vehicle through the CAN bus communication protocol, and receives vehicle driving status signals and hydraulic operation demand signals from the vehicle's ECU module. The vehicle driving status signals include current vehicle speed signals, engine speed signals, brake pedal status signals, and gear information signals; the hydraulic operation demand signals include hydraulic oil pump load demand signals and hoisting operation command signals.

[0044] Based on the vehicle driving status signal, the current vehicle operating status is judged by the working condition recognition algorithm module built into the system controller.

[0045] Based on the defined control mode, the system controller sends connection control signals to the PTO system and to the rear transfer case;

[0046] By monitoring the PTO system connection status feedback signal and the rear transfer case connection status feedback signal in real time, the execution effect of the connection status switching command is verified, ensuring that the transmission system is correctly configured according to the preset control mode.

[0047] As a preferred embodiment of the intelligent control and energy optimization management method for the pure electric light truck power motor of the present invention, the method includes: determining the current vehicle operating status through the operating condition identification algorithm module built into the system controller, including:

[0048] When the vehicle speed signal of the vehicle driving status signal is greater than the preset driving speed threshold, it is determined that the vehicle is in driving condition. The system controller starts the energy feedback mode and connects the motor to the vehicle transmission system to capture braking energy.

[0049] When the vehicle speed signal is zero and the hydraulic operation demand signal indicates that there is a hoisting operation command, the vehicle is determined to be in a stationary operation state. The system controller starts the pure electric drive mode and disconnects from the engine to avoid fuel consumption.

[0050] When the brake pedal status signal indicates that the braking system is activated, it is determined that the vehicle is in a braking and deceleration state. The system controller then activates the kinetic energy recovery mode to maximize the utilization of kinetic energy conversion during the braking process.

[0051] Secondly, embodiments of the present invention provide a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement any step of the above-described intelligent control and energy optimization management method for the power motor of a pure electric light truck.

[0052] Thirdly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, wherein: when the computer program is executed by a processor, it implements any step of the above-described intelligent control and energy optimization management method for the power motor of a pure electric light truck.

[0053] Compared with existing technologies, the advantages of this invention are as follows: Through intelligent working condition identification and adaptive control mode switching, the optimal control strategy can be automatically selected based on the vehicle's real-time driving status and hydraulic operation requirements, avoiding human error and response delay associated with traditional manual switching, significantly improving the system's intelligence level and operating efficiency. Employing precise energy recovery and battery management strategies, the system maximizes the recovery and utilization of braking energy through a dynamic power distribution algorithm combined with multi-dimensional battery information from the BMS, while effectively protecting the battery from overcharging damage. This not only significantly improves the vehicle's range but also significantly extends battery life and reduces operating costs. Through a robust fault detection and redundancy backup mechanism, the system can automatically switch to engine direct drive mode when an electrical system fault is detected, ensuring the continuity of hydraulic operation functions and effectively preventing vehicle malfunction due to a single system failure, greatly improving equipment reliability and operational safety. This method achieves a comprehensive improvement in energy utilization efficiency, system reliability, and intelligence level, providing strong support for the efficient and stable operation of pure electric light trucks under complex working conditions. Attached Figure Description

[0054] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the 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. Wherein:

[0055] Figure 1 A flowchart for intelligent control and energy optimization management of the power motor of a pure electric light truck.

[0056] Figure 2 The schematic diagram of a pure electric light truck power motor for intelligent control and energy optimization management methods.

[0057] Figure 3 The diagram shows the structure of a three-in-one controller for intelligent control and energy optimization management of the power motor of a pure electric light truck. Detailed Implementation

[0058] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0059] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0060] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0061] As mentioned in the background section, the control and energy management of the power motor in pure electric light trucks under complex operating conditions still present significant challenges. On one hand, vehicle operation requires simultaneous consideration of driving and hydraulic operation conditions, leading to frequent switching between drive, power generation, and energy recovery modes. Traditional control strategies struggle to dynamically coordinate vehicle driving status and hydraulic operation demands. On the other hand, while battery management systems (BMS) can monitor battery status, existing methods mostly rely on static threshold judgments, lacking multi-dimensional comprehensive optimization strategies that combine vehicle speed, braking energy, and hydraulic operation requirements, making it difficult to achieve real-time optimal adjustment of energy recovery power. Furthermore, when the motor or power battery system malfunctions, existing technologies generally lack a redundancy switching mechanism with the engine-driven hydraulic pump, making it difficult to guarantee the vehicle's continuous operation capability in emergency situations. Therefore, achieving intelligent and dynamic management of motor drive, energy recovery, and redundancy mode switching while ensuring the safety and lifespan of the power battery has become a critical issue that urgently needs to be addressed in the pure electric light truck field. To address these issues, this invention provides an intelligent control and energy optimization management method for the power motor of a pure electric light truck.

[0062] Reference Figures 1-3 , Figure 1 This is a flowchart illustrating an intelligent control and energy optimization management method for a pure electric light truck's power motor according to an embodiment of the present invention. Figure 1 As shown, a method for intelligent control and energy optimization management of a pure electric light truck motor includes:

[0063] S1: Collect vehicle driving status signals and hydraulic operation demand signals, determine the current working condition of the vehicle and determine the control mode based on the vehicle driving status signals;

[0064] S2: Based on the determined control mode, the system controller controls the PTO system and adjusts the energy recovery power of the motor according to the battery power information and vehicle speed signal fed back by the BMS control system, and makes a numerical judgment between the battery power information and the preset power threshold.

[0065] S3: Based on the judgment result and the current control mode, continuously monitor the operating status parameters of the motor and power battery system. When a fault signal is detected in the motor or power battery system, the system controller simultaneously closes the connection status of the PTO system and the rear transfer case, and starts the original vehicle engine system to directly drive the hydraulic oil pump.

[0066] It should be noted that, as Figure 2 As shown, the pure electric light truck power motor includes a charging port, power battery system, three-in-one controller, motor, system controller, instrument display, fuse box, 24V battery, cooling system, hydraulic oil pump, rear drive shaft, rear transfer case, front drive shaft, PTO system, original vehicle engine system, high voltage connection wire, low voltage connection wire, and cooling pipes.

[0067] Preferably, the charging port is used to connect to a charging pile to charge the power battery system; the power battery system, as the system's energy storage device, includes a battery box, a high-voltage distribution unit, and a BMS control system; the motor also functions as a hydraulic pump and generator; the system controller coordinates and controls the system's operation, including motor power output, parking power generation, driving regenerative power generation, cooling control, and fault diagnosis; the instrument displays system status information, such as battery charge, motor speed, torque, and fault information; the fuse box distributes and protects the low-voltage circuit; the 24V battery stores low-voltage energy to provide a stable power supply for starting and the controller; the cooling system uses a radiator and heat sink... A fan, cooling water pump, and temperature sensor provide efficient cooling for the motor and the three-in-one controller; the hydraulic pump, driven by the motor, provides hydraulic power to the truck-mounted crane; the rear driveshaft connects the motor and the hydraulic pump; the rear transfer case controls the connection and disconnection of the motor and the hydraulic pump; the front driveshaft connects the engine and the motor; the PTO system's engine power take-off supports switching between generator mode and hydraulic drive mode; the original engine system provides auxiliary power for generator generation and redundant operation; high-voltage connection lines connect high-voltage components; low-voltage connection lines are used for low-voltage power supply and signal transmission, including the CAN bus; cooling pipes provide cooling for the motor and hydraulic system.

[0068] Furthermore, such as Figure 3 As shown, the three-in-one controller includes an integrated PDU, a motor controller, and a DC-DC module, which are responsible for high-voltage distribution, motor control, and low-voltage power output, respectively.

[0069] In this embodiment of the application, step S1 includes:

[0070] S1.1: The system controller establishes a data communication connection with each sensor node of the vehicle through the CAN bus communication protocol, and receives vehicle driving status signals and hydraulic operation demand signals from the vehicle's ECU module. The vehicle driving status signals include current vehicle speed signal, engine speed signal, brake pedal status signal and gear information signal; the hydraulic operation demand signals include hydraulic oil pump load demand signal and lifting operation command signal.

[0071] It should be noted that the various sensor nodes include vehicle speed sensor, brake pedal sensor, accelerator pedal sensor, steering angle sensor, hydraulic control lever sensor, and hydraulic load sensor.

[0072] S1.2: Based on the vehicle driving status signal, the current vehicle operating status is judged by the working condition recognition algorithm module built into the system controller;

[0073] In an optional embodiment, when the vehicle speed signal of the vehicle driving status signal is greater than a preset driving speed threshold, the vehicle is determined to be in a driving condition. The system controller activates the energy feedback mode and connects the motor to the vehicle's transmission system to capture braking energy. When the vehicle speed signal is equal to zero and the hydraulic operation demand signal indicates the presence of a hoisting operation command, the vehicle is determined to be in a stationary operation condition. The system controller activates the pure electric drive mode and disconnects from the engine to avoid fuel consumption. When the brake pedal status signal indicates that the braking system is activated, the vehicle is determined to be in a braking deceleration condition. The system controller activates the kinetic energy recovery mode to maximize the utilization of kinetic energy conversion during braking.

[0074] It should be noted that the preset driving speed threshold is a calibration parameter determined through bench testing and road testing based on the power characteristics and energy recovery efficiency optimization target of pure electric light trucks. It is used to accurately distinguish between driving and operating conditions in order to achieve optimal control of energy management.

[0075] S1.3: Based on the determined control mode, the system controller sends a connection control signal to the PTO system and a connection control signal to the rear transfer case;

[0076] In an optional embodiment, in energy recovery mode, the system controller keeps the PTO system connected to the original vehicle engine while simultaneously disconnecting the rear transfer case from the hydraulic pump, allowing the motor to receive driving force from the engine to generate electricity. In pure electric drive mode, the system controller disconnects the PTO system from the original vehicle engine while simultaneously closing the rear transfer case from the hydraulic pump, allowing the motor to independently drive the hydraulic system. In kinetic energy recovery mode, the system controller adjusts the connection tightness of the PTO system based on the strength of the brake pedal status signal to optimize kinetic energy recovery efficiency.

[0077] S1.4: By monitoring the PTO system connection status feedback signal and the rear transfer case connection status feedback signal in real time, the execution effect of the connection status switching command is verified to ensure that the transmission system is correctly configured according to the preset control mode;

[0078] S1.5: Based on the driving mode flag and operation mode flag in the control mode selection command, the target connection status of the PTO system and the target connection status of the rear transfer case are generated through the built-in dual-system coordinated control algorithm.

[0079] Specifically, when a connection status discrepancy is detected, the system controller automatically resends the connection control signal and records the fault information to the system log module.

[0080] Preferably, the target connection state of the PTO system is converted into a PTO control solenoid valve drive signal, and at the same time, the target connection state of the rear transfer case is converted into a transfer case control solenoid valve drive signal; the PTO control solenoid valve drive signal is output to the PTO control solenoid valve through the high-voltage connection line, and the transfer case control solenoid valve drive signal is output to the transfer case control solenoid valve through the low-voltage connection line, thus establishing the corresponding mechanical transmission connection state.

[0081] In this embodiment of the application, step S2 includes:

[0082] S2.1: Send a connection activation command to the PTO system to control the PTO system to establish a mechanical connection with the original vehicle engine, so that the motor can receive the braking kinetic energy of the vehicle's transmission system through the front drive shaft;

[0083] S2.2: At the same time, a disconnection control command is sent to the rear transfer case to disconnect the mechanical connection between the rear transfer case and the hydraulic pump, so as to avoid the braking energy being consumed by the hydraulic system.

[0084] S2.3: Receive battery power information from the BMS control system via CAN bus, compare and analyze the battery power information with the preset charging strategy database, and determine the current maximum allowable charging power threshold of the battery. The battery power information includes the current remaining battery capacity, battery temperature status, charging current limit and battery health status parameters.

[0085] It should be noted that when the battery power information shows that the remaining battery capacity is low, the system controller sets a higher charging power threshold to accelerate energy recovery; when the battery power information shows that the remaining battery capacity is close to full charge, the system controller lowers the charging power threshold to prevent overcharging damage.

[0086] S2.4: Determine the battery charging acceptance coefficient based on the battery power information, calculate the vehicle braking kinetic energy value based on the vehicle speed signal, and calculate the optimal energy recovery power value through a preset dynamic power distribution algorithm;

[0087] The preferred formula for the optimal energy recovery power value is as follows:

[0088]

[0089] Among them, P opt The optimal energy recovery power value is given by m, where m is the vehicle mass, v is the current vehicle speed, and η is the current energy recovery power value. regen Let Γ(*) be the energy recovery efficiency coefficient, Γ(*) be the battery charge acceptance function, SOC be the remaining battery capacity, T be the battery temperature, and I be the energy recovery efficiency coefficient.max The maximum charging current limit is given, SOH represents the battery health state, Φ(*) is the vehicle speed influence function, and v threshold Let L be the preset driving speed threshold, Ψ(*) be the hydraulic load demand suppression function, and L be the speed threshold. h This is to meet the current load requirements of the hydraulic oil pump.

[0090] Furthermore, the specific formula for the battery charge acceptance function is as follows:

[0091]

[0092] Among them, SOC ref T is the battery's base capacity. opt For the optimal battery temperature, T range Let I be the temperature tolerance, tanh(*) be a hyperbolic function, and I be the temperature tolerance. nom This is the rated charging current.

[0093] It should be noted that when P opt When P = 0, it indicates that the system is in a state of no energy recovery. This state typically occurs when the vehicle is completely stationary or the battery is fully charged. opt =P max When 0 indicates that the system has reached its maximum energy recovery power, the vehicle's braking energy, the battery's charging capacity, and the overall system's energy conversion efficiency are all in an optimally matched state. <P opt <0.3P max When the battery is in an inefficient energy recovery state, it usually occurs under non-ideal conditions such as when the battery is close to saturation or the battery temperature is abnormal; when 0.3P max ≤P opt <0.8P max When the system is at a moderate energy recovery efficiency, it is suitable for most operating conditions under normal vehicle operation; when 0.8P max ≤P opt ≤P max When P is in a state of high-efficiency energy recovery, it indicates that the system is in a state of high efficiency. At this time, the various parameters of the system are coordinated and matched, achieving the optimal energy recovery effect. max This represents the maximum energy recovery power that can theoretically be achieved under the current operating conditions.

[0094] Furthermore, the vehicle's braking kinetic energy value is compared with the maximum allowable charging power threshold, and the smaller of the two values ​​is selected as the target energy recovery power, so as to maximize the energy recovery effect while avoiding exceeding the battery's capacity.

[0095] It should be noted that the preset minimum recovery speed threshold is a critical speed point determined based on the balance between energy recovery efficiency and driving smoothness.

[0096] S2.5: Send the optimal energy recovery power value to the motor controller module in the three-in-one controller via the CAN bus to control the motor to convert braking kinetic energy into AC electrical energy;

[0097] In an optional embodiment, the motor torque regulation command includes a target generating torque value and speed control parameters, guiding the motor to output appropriate reverse torque during braking to generate electricity; the motor controller module adjusts the motor's excitation current and stator current according to the motor torque regulation command, so that the motor switches from driving mode to generating mode, converting the braking kinetic energy transmitted through the front drive shaft into AC electrical energy.

[0098] S2.6: AC power is rectified and voltage regulated by the PDU module of the three-in-one controller, converted into DC power, and stored in the power battery system through the high-voltage distribution unit;

[0099] In an optional embodiment, the PDU module rectifies and regulates the AC power to convert it into DC power suitable for battery charging. The processed DC power is then transmitted to the high-voltage distribution unit of the power battery system through the high-voltage output port of the PDU module, and distributed to each battery module in the battery box for storage according to the charging control strategy of the BMS control system.

[0100] In an optional embodiment, based on the entire regenerative braking process, the system controller continuously monitors the motor operating parameters fed back by the three-in-one controller and the battery charging status information fed back by the BMS control system. When the vehicle speed signal drops below the preset minimum regenerative braking speed threshold, or when the battery power information shows that the battery has reached the charging limit, the system controller automatically ends the regenerative braking mode, controls the motor to stop generating electricity and returns to standby state, and records the regenerated power data, regenerative braking efficiency parameters and system response time of this regenerative braking process to the energy management database.

[0101] It should be noted that the maximum allowable charging power threshold is an instantaneous safe charging upper limit dynamically determined based on the real-time temperature and health status of the power battery.

[0102] S2.7: The system controller continuously monitors the battery power information fed back by the BMS control system, and the built-in battery power monitoring module performs real-time analysis and evaluation of the battery power information.

[0103] S2.8: When the remaining battery capacity value in the battery power information is less than the preset power threshold, the system controller determines that the power battery system needs to be actively charged and replenished, and starts the engine power generation mode control sequence, sends a disconnect control command to the rear transfer case, controls the rear transfer case to disconnect the mechanical connection with the hydraulic oil pump, and blocks the power transmission path from the motor to the hydraulic system.

[0104] It should be noted that the preset power threshold is the state of charge limit determined based on the battery's safe operating boundary and the requirements for continuous operation.

[0105] S2.9: Simultaneously, send a closed-loop control command to the PTO system to control the PTO system to establish a stable mechanical connection with the original vehicle engine;

[0106] S2.10: Sends a start command signal to the original vehicle engine system via the CAN bus, controls the original vehicle engine system to start to the preset power generation operating speed, and enters the power generation state through the PTO system and the front drive shaft drive motor.

[0107] S2.11: Verify the completion status of the transmission system configuration switching by monitoring the rear transfer case connection status feedback signal and the PTO system connection status feedback signal;

[0108] S2.12: Based on the completion status of the verification, a start command signal is sent to the ECU module of the original vehicle engine system via the CAN bus to control the original vehicle engine system to start from the idle state or the stop state to the preset generator working speed.

[0109] S2.13: Based on the current battery power information and battery charging demand parameters, calculate the optimal engine operating speed value, and transmit mechanical power to the motor through the PTO system and front drive shaft, driving the motor to enter the power generation working state and generate AC power.

[0110] The preferred formula for the optimal engine operating speed is as follows:

[0111]

[0112] Where, ω opt For the optimal engine operating speed, ω econ P represents the engine's economical operating speed, Δω represents the speed adjustment range, and P represents the engine's operating speed. charge The power required to charge the battery, P min For the minimum effective charging power, P max For maximum allowable charging power, SOC target Let σ represent the target remaining battery capacity, and σ be the SOC adjustment sensitivity coefficient.

[0113] Specifically, ω opt The range is [ω] econ ,ω econ +Δω], when the remaining battery capacity is close to the target remaining battery capacity and the charging demand is small, the speed is close to the economic speed; when the remaining battery capacity is low and the charging demand is large, the speed approaches the economic speed plus the upper limit of the adjustment range, indicating that a higher speed is needed to meet the charging demand.

[0114] It should be noted that the optimal engine operating speed must meet the requirements of efficient power generation while avoiding excessive fuel consumption caused by prolonged high-load engine operation.

[0115] S2.14: Transmit AC power to the PDU module of the three-in-one controller through the high-voltage connection line for power conversion processing, and receive charging status information from the BMS control system via the CAN bus;

[0116] In an optional embodiment, AC power is converted into DC power that meets the charging requirements of the power battery system; at the same time, the processed DC power is delivered to the battery box of the power battery system through a high-voltage distribution unit. The BMS control system controls the charging process according to parameters such as battery temperature status and charging current limit, and safely stores the DC power in each battery module.

[0117] It should be noted that the charging status information includes real-time charging current value, battery temperature change data, and battery remaining capacity update data.

[0118] S2.15: The charging status information is analyzed and processed by the charging progress monitoring algorithm module built into the system controller to calculate the current battery charging completion status and the estimated time required to complete charging;

[0119] S2.16: When the remaining battery capacity value in the charging status information reaches the preset charging completion threshold, the system controller generates a power generation stop command and shuts down the original vehicle engine system through the engine control module.

[0120] S2.17: Based on the power generation stop command, a disconnect drive signal is sent to the PTO control solenoid valve through the high-voltage connection line to cut off the transmission connection between the engine and the motor, and restore the system state to the battery-driven standby state, waiting for the next operation requirement.

[0121] In an optional embodiment, a power generation stop command is sent to the original vehicle engine system to control the original vehicle engine system to gradually reduce from the power generation operating speed to the idle state and finally stop operating; at the same time, the system controller sends a disconnect control command to the PTO system to disconnect the mechanical connection between the original vehicle engine and the motor, so that the motor is disconnected from the engine drive state, and records the charging power data, engine running time, fuel consumption estimate and charging efficiency parameters of this power generation and charging process to the energy management database.

[0122] It should be noted that, in order to avoid fuel waste and system wear caused by frequent engine start-stop, the system controller has set a minimum running time parameter for the power generation mode; even if the battery charge information reaches the preset charging completion threshold in a short period of time, the system controller will maintain the engine power generation mode for the minimum running time before executing the shutdown sequence.

[0123] In this embodiment of the application, step S3 includes:

[0124] S3.1: The system controller continuously monitors the operating status signals of the motor and power battery system through the built-in fault detection module. The operating status signals include motor fault signals and battery fault signals.

[0125] In an optional embodiment, for motor fault detection, the system receives motor operating parameters fed back from the three-in-one controller via the CAN bus, including motor winding temperature signals, motor speed feedback signals, abnormal motor current signals, and motor vibration sensor signals. When any of the motor operating parameters exceeds the preset normal operating range, the fault detection module generates a motor fault signal. For power battery system fault detection, the system controller receives battery monitoring data fed back from the BMS control system, including single-cell voltage imbalance signals, overheating battery alarm signals, abnormal insulation impedance signals, and sudden changes in battery internal resistance signals. When the battery monitoring data shows an abnormal state, the fault detection module generates a power battery fault signal.

[0126] S3.2: If a running status signal is detected, the fault information is written to the system fault log, the fault level is determined by the priority judgment algorithm, and the emergency redundancy mode switching command is initiated.

[0127] In an optional embodiment, the fault type information and fault occurrence timestamp are written into the system fault log, and a fault confirmation signal is sent to the safety control module to prevent the faulty component from continuing to participate in system operation and avoid the fault from escalating. At the same time, the severity level of the current fault is determined by a priority judgment algorithm. When the fault level reaches the threshold that requires the activation of the redundancy mode, the system automatically switches to the engine direct drive redundancy working mode.

[0128] S3.3: Based on the redundancy mode switching command, a connection drive signal is synchronously sent to the PTO control solenoid valve through the high-voltage connection line, and a connection drive signal is sent to the transfer case control solenoid valve through the low-voltage connection line to establish a direct transmission path between the engine and the hydraulic oil pump.

[0129] S3.4: An emergency start signal is sent through the start relay of the original vehicle engine system, and the engine speed is adjusted to the working speed of the hydraulic system through the engine control module, so that the original vehicle engine system outputs continuous mechanical power through the front drive shaft, PTO system, motor and rear drive shaft hydraulic oil pump;

[0130] In an optional embodiment, an emergency start command is sent to the original vehicle engine system via the CAN bus to control the original vehicle engine system to start at a working speed suitable for driving the hydraulic oil pump. The engine speed control reference is based on the load demand of the hydraulic system, and the engine speed output is dynamically adjusted according to the hydraulic operation demand signal. After the original vehicle engine system starts, mechanical power is transmitted to the hydraulic oil pump through the complete transmission link of PTO system, front drive shaft, motor, rear drive shaft and rear transfer case to drive the hydraulic system to continue working.

[0131] S3.5: Transmit the fault information to the instrument display via the CAN bus, prompting the operator that the system has switched to engine direct drive mode. The instrument display outputs the corresponding fault code, fault component identification, current operating mode status, and redundant working mode indicator signal on the screen.

[0132] It should be noted that the redundant operating mode indicator signals distinguish between normal electric drive mode (green), hybrid power generation mode (orange), and emergency redundancy mode by using different colored indicator lights.

[0133] Preferably, if a fault is detected in the motor or power battery system, the fault detection module will generate a fault signal and trigger a redundancy mode switch. At this time, the redundancy working mode indicator on the instrument panel will switch from green or orange to red to warn the operator that the system has entered the emergency redundancy mode of engine direct drive.

[0134] S3.6: In redundant working mode, continuously monitor the working status of the hydraulic oil pump and the engine operating parameters, and maintain a stable transmission connection between the original vehicle engine system and the hydraulic oil pump through the emergency response control module until the fault is cleared or manual switching operation is performed.

[0135] S3.7: The fault signal, fault status information and redundancy mode switching time are stored in the internal memory through the data logging module. When the fault is cleared, the normal electrical drive mode can be switched back.

[0136] In summary, this invention, through intelligent working condition identification and adaptive control mode switching, can automatically select the optimal control strategy based on the vehicle's real-time driving status and hydraulic operation requirements, avoiding the human error and response delay of traditional manual switching, and significantly improving the system's intelligence level and operating efficiency. Employing precise energy recovery and battery management strategies, the system maximizes the recovery and utilization of braking energy through a dynamic power distribution algorithm combined with multi-dimensional battery information from the BMS, while effectively protecting the battery from overcharging damage. This not only significantly improves the vehicle's range but also significantly extends battery life and reduces operating costs. Through a robust fault detection and redundancy backup mechanism, it can automatically switch to engine direct drive mode when an electrical system fault is detected, ensuring the continuity of hydraulic operation functions and effectively preventing vehicle malfunction due to a single system failure, thus significantly improving equipment reliability and operational safety. This method achieves a comprehensive improvement in energy utilization efficiency, system reliability, and intelligence level, providing strong support for the efficient and stable operation of pure electric light trucks under complex working conditions.

[0137] This embodiment also provides a computer device applicable to the intelligent control and energy optimization management method for the power motor of a pure electric light truck, including a memory and a processor; the memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions to realize the intelligent control and energy optimization management method for the power motor of a pure electric light truck as proposed in the above embodiment.

[0138] The computer device can be a terminal, comprising a processor, memory, communication interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, carrier networks, NFC (Near Field Communication), or other technologies. The display screen can be an LCD screen or an e-ink screen. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad on the computer device's casing, or an external keyboard, touchpad, or mouse.

[0139] This embodiment also provides a storage medium storing a computer program that, when executed by a processor, implements the intelligent control and energy optimization management method for the power motor of a pure electric light truck as proposed in the above embodiments.

[0140] The storage medium proposed in this embodiment and the data storage method proposed in the above embodiments belong to the same inventive concept. Technical details not described in detail in this embodiment can be found in the above embodiments, and this embodiment has the same beneficial effects as the above embodiments.

[0141] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for intelligent control and energy optimization management of a pure electric light truck power motor, characterized in that: include, Collect vehicle driving status signals and hydraulic operation demand signals, and determine the current working condition of the vehicle and the control mode based on the vehicle driving status signals; Based on the established control mode, the system controller controls the PTO system and adjusts the energy recovery power of the motor according to the battery power information and vehicle speed signal fed back by the BMS control system, and makes a numerical judgment between the battery power information and the preset power threshold. Based on the judgment results and the current control mode, the operating status parameters of the motor and power battery system are continuously monitored. When a fault signal is detected in the motor or power battery system, the system controller simultaneously closes the connection status of the PTO system and the rear transfer case, and starts the original vehicle engine system to directly drive the hydraulic oil pump. Send a connection activation command to the PTO system to control the PTO system to establish a mechanical connection with the original vehicle engine, so that the motor can receive the braking kinetic energy of the vehicle's transmission system through the front drive shaft; At the same time, a disconnection control command is sent to the rear transfer case to control the rear transfer case to disconnect the mechanical connection with the hydraulic oil pump, so as to avoid the braking energy being consumed by the hydraulic system; The battery power information is received from the BMS control system via the CAN bus. The battery power information is compared and analyzed with the preset charging strategy database to determine the maximum allowable charging power threshold of the current battery. The battery power information includes the current remaining battery capacity, battery temperature status, charging current limit and battery health status parameters. The battery power information is received from the BMS control system via the CAN bus. The battery power information is compared and analyzed with the preset charging strategy database to determine the maximum allowable charging power threshold of the current battery. The battery power information includes the current remaining battery capacity, battery temperature status, charging current limit and battery health status parameters. The battery charging acceptance coefficient is determined based on the battery power information, and the vehicle braking kinetic energy value is calculated based on the vehicle speed signal. The optimal energy recovery power value is calculated through a preset dynamic power distribution algorithm. The optimal energy recovery power value is sent to the motor controller module in the three-in-one controller via the CAN bus to send a motor torque adjustment command to control the motor to convert braking kinetic energy into AC electrical energy. The AC power is rectified and voltage regulated by the PDU module of the three-in-one controller, converted into DC power, and stored in the power battery system through the high-voltage distribution unit. The system controller continuously monitors the battery power information fed back by the BMS control system, and the built-in battery power monitoring module performs real-time analysis and evaluation of the battery power information. When the remaining battery capacity in the battery power information is less than the preset power threshold, the system controller determines that the power battery system needs to be actively charged and replenished, and starts the engine power generation mode control sequence, sends a disconnect control command to the rear transfer case, controls the rear transfer case to disconnect the mechanical connection with the hydraulic oil pump, and blocks the power transmission path from the motor to the hydraulic system. At the same time, a closed connection control command is sent to the PTO system to control the PTO system to establish a stable mechanical connection with the original vehicle engine; The system sends a start command signal to the original vehicle engine system via the CAN bus, controls the original vehicle engine system to start to the preset power generation operating speed, and drives the motor to enter the power generation state through the PTO system and the front drive shaft. The completion status of the drivetrain configuration switching was verified by monitoring the rear transfer case connection status feedback signal and the PTO system connection status feedback signal. Based on the completion status of the verification, a start command signal is sent to the ECU module of the original vehicle engine system via the CAN bus to control the original vehicle engine system to start from the idle or stopped state to the preset power generation operating speed. Based on the current battery power information and battery charging demand parameters, the optimal engine operating speed is calculated, and mechanical power is transmitted to the motor through the PTO system and the front drive shaft, driving the motor to enter the power generation working state and generate AC power. The AC power is transmitted to the PDU module of the three-in-one controller through a high-voltage connection line for power conversion processing, and the charging status information fed back by the BMS control system is received through the CAN bus. The charging status information is analyzed and processed by the charging progress monitoring algorithm module built into the system controller to calculate the current battery charging completion status and the estimated time required to complete charging. When the remaining battery capacity value in the charging status information reaches the preset charging completion threshold, the system controller generates a power generation stop command and shuts down the original vehicle engine system through the engine control module. Based on the power generation stop command, a disconnect drive signal is sent to the PTO control solenoid valve through the high-voltage connection line to cut off the transmission connection between the engine and the motor, and restore the system state to the battery-driven standby state, waiting for the next operation requirement.

2. The intelligent control and energy optimization management method for the power motor of a pure electric light truck as described in claim 1, characterized in that: Continuously monitor the operating status parameters of the motor and power battery system, including: The system controller continuously monitors the operating status signals of the motor and power battery system through a built-in fault detection module, wherein the operating status signals include motor fault signals and battery fault signals. If a running status signal is detected, the fault information is written to the system fault log, the fault level is determined by a priority judgment algorithm, and an emergency redundancy mode switching command is initiated.

3. The intelligent control and energy optimization management method for the power motor of a pure electric light truck as described in claim 1, characterized in that: Starting the original vehicle engine system directly drives the hydraulic oil pump, including: Based on the redundancy mode switching command, a connection drive signal is synchronously sent to the PTO control solenoid valve through the high-voltage connection line, and a connection drive signal is sent to the transfer case control solenoid valve through the low-voltage connection line to establish a direct transmission path between the engine and the hydraulic oil pump. An emergency start signal is sent through the start relay of the original vehicle engine system, and the engine speed is adjusted to the working speed of the hydraulic system through the engine control module, so that the original vehicle engine system outputs continuous mechanical power through the front drive shaft, PTO system, motor and rear drive shaft axial hydraulic oil pump. The fault information is transmitted to the instrument display via the CAN bus, prompting the operator that the system has switched to engine direct drive mode. The instrument display outputs the corresponding fault code, fault component identification, current operating mode status, and redundant working mode indicator signal on the screen. In redundant working mode, the working status of the hydraulic oil pump and the engine operating parameters are continuously monitored. The emergency response control module maintains a stable transmission connection between the original vehicle engine system and the hydraulic oil pump until the fault is cleared or manual switching operation is performed. The fault signal, fault status information, and redundancy mode switching time are stored in the internal memory through the data recording module. When the fault is eliminated, the system can switch back to the normal electrical drive mode.

4. The intelligent control and energy optimization management method for the power motor of a pure electric light truck as described in claim 1, characterized in that: Collect vehicle driving status signals and hydraulic operation demand signals, and determine the current working condition of the vehicle and the control mode based on the vehicle driving status signals: The system controller establishes data communication connections with each sensor node of the vehicle through the CAN bus communication protocol, and receives vehicle driving status signals and hydraulic operation demand signals from the vehicle's ECU module. The vehicle driving status signals include current vehicle speed signals, engine speed signals, brake pedal status signals, and gear information signals; the hydraulic operation demand signals include hydraulic oil pump load demand signals and hoisting operation command signals. Based on the vehicle driving status signal, the current vehicle operating status is judged by the working condition recognition algorithm module built into the system controller. Based on the defined control mode, the system controller sends connection control signals to the PTO system and to the rear transfer case; By monitoring the PTO system connection status feedback signal and the rear transfer case connection status feedback signal in real time, the execution effect of the connection status switching command is verified, ensuring that the transmission system is correctly configured according to the preset control mode.

5. The intelligent control and energy optimization management method for the power motor of a pure electric light truck as described in claim 4, characterized in that: The system controller uses a built-in operating condition recognition algorithm module to determine the current vehicle operating status, including: When the vehicle speed signal of the vehicle driving status signal is greater than the preset driving speed threshold, it is determined that the vehicle is in driving condition. The system controller starts the energy feedback mode and connects the motor to the vehicle transmission system to capture braking energy. When the vehicle speed signal is zero and the hydraulic operation demand signal indicates that there is a hoisting operation command, the vehicle is determined to be in a stationary operation state. The system controller starts the pure electric drive mode and disconnects from the engine to avoid fuel consumption. When the brake pedal status signal indicates that the braking system is activated, it is determined that the vehicle is in a braking and deceleration state. The system controller then activates the kinetic energy recovery mode to maximize the utilization of kinetic energy conversion during the braking process.

6. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, it implements the steps of the intelligent control and energy optimization management method for the pure electric light truck power motor as described in any one of claims 1 to 5.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, it implements the steps of the intelligent control and energy optimization management method for the power motor of a pure electric light truck as described in any one of claims 1 to 5.

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