Energy cycle control method and system for dual-independent-drive new energy automobile

Abstract

The invention discloses an energy cycle control method and system for a double-independent-drive new energy automobile. A drive system comprises a front wheel drive system and a rear wheel drive system, a battery comprises a corresponding special battery, and a control system comprises a traveling main computer system and the like. And the traveling main computer system receives the vehicle speed and electric quantity data, controls the two-wheel driving system to alternately operate and synchronously charges the corresponding power recovery system, and controls the two-wheel driving system to simultaneously operate and close the recovery system when a tire slips. According to the scheme, the high-speed endurance endless loop of the pure electric new energy vehicle is solved, the high-speed endurance can be improved without a large battery, the vehicle weight is reduced, and the charging time is shortened.

Description

Technical Field

[0001] This invention relates to the field of energy management and control technology for new energy vehicles, specifically to a method and system for energy cycle control of new energy vehicles with dual independent drives. Background Technology

[0002] Currently, to meet users' demands for longer driving range, pure electric new energy vehicles generally adopt a technology route that increases battery capacity. However, this approach has fallen into a clear technological dead end. On the one hand, increasing battery capacity directly leads to an increase in vehicle curb weight, significantly increasing energy consumption during high-speed cruising. The actual high-speed driving range not only fails to increase proportionally with the increase in battery capacity but is actually halved due to the increased vehicle weight. On the other hand, increasing battery capacity inevitably prolongs charging time. Even with fast charging technology, charging a large-capacity battery still takes more than an hour, making it difficult to meet users' needs for rapid refueling. Furthermore, increased vehicle weight indirectly affects vehicle handling performance and braking safety, further restricting the applicability of pure electric new energy vehicles in high-speed scenarios. To overcome this predicament…

[0003] Based on the above problems, there is an urgent need for a technical solution that can improve high-speed driving range without relying on increasing battery capacity, while also reducing vehicle weight and shortening charging time. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies and propose a dual-independent drive energy cycle control method for new energy vehicles. This method includes a drive system, a battery, and a control system. The drive system comprises a front-wheel drive system and a rear-wheel drive system. The battery comprises a dedicated battery for the front-wheel drive and a dedicated battery for the rear-wheel drive. The control system comprises a vehicle host computer system, a power supply and drive system, and a wheel speed sensing system. The front-wheel drive system is equipped with a front-wheel regenerative braking system, and the rear-wheel drive system is equipped with a rear-wheel regenerative braking system. The vehicle host computer system receives vehicle speed data and battery charge data from the wheel speed sensing system, and controls the alternating operation of the front-wheel drive system and the rear-wheel drive system through the power supply and drive system. It also synchronously controls the corresponding regenerative braking system to charge the dedicated battery on the non-drive side. When the wheel speed sensing system detects tire slippage, the vehicle host computer system controls the front-wheel drive system and the rear-wheel drive system to operate simultaneously through the power supply and drive system, and shuts down the front-wheel regenerative braking system and the rear-wheel regenerative braking system.

[0005] Preferably, the capacity ratio of the front-wheel drive battery to the rear-wheel drive battery is set according to the vehicle model. The capacity ratio is 1:1 for heavy-duty vehicles, 1:2 for large passenger vehicles, and 1:3 for small and medium-sized vehicles. When the new energy vehicle is driving in the city, the power supply and drive system only controls the operation of the rear-wheel drive system, while the front-wheel drive system remains off.

[0006] In a further preferred embodiment, when the wheel speed sensing system detects that the vehicle speed exceeds 80 kilometers per hour for 3 consecutive minutes, or when the vehicle's owner computer system activates the high-speed cruise control function and detects that the charge of the rear-wheel drive battery is lower than the set value, the vehicle's owner computer system switches the power and drive system to the front-wheel drive system and simultaneously activates the rear-wheel energy recovery system to charge the rear-wheel drive battery.

[0007] In a further preferred embodiment, when the vehicle's main computer system detects that the front-wheel drive battery's charge level is lower than a set value, it switches the power and drive system to the rear-wheel drive system and simultaneously activates the front-wheel regeneration system to charge the front-wheel drive battery. When the new energy vehicle is connected to a charging pile, the power and drive system prioritizes charging the rear-wheel drive battery, and automatically switches to charging the front-wheel drive battery once the rear-wheel drive battery is fully charged.

[0008] More preferably, the vehicle's main computer system determines the operating priority of the front-wheel drive system and the rear-wheel drive system through a drive priority coefficient calculation formula, wherein the drive priority coefficient calculation formula is: ; in, The priority coefficient is dimensionless and ranges from 0 to 3. The real-time vehicle speed detected by the wheel speed sensing system is measured in kilometers per hour (km / h). The maximum speed designed for new energy vehicles is measured in kilometers per hour (km / h). This represents the percentage of remaining charge in the rear-wheel drive battery, a dimensionless value ranging from 0 to 1. This represents the percentage of remaining charge in the front-wheel drive battery, a dimensionless value ranging from 0 to 1. The friction coefficient for real-time road conditions is dimensionless and ranges from 0.1 for icy and snowy roads to 0.9 for dry asphalt roads.

[0009] More preferably, the vehicle's main computer system corrects the power switching setting values ​​for the front-wheel drive dedicated battery and the rear-wheel drive dedicated battery using a dynamic adjustment formula for the switching threshold. The dynamic adjustment formula for the switching threshold is as follows: ; ; in, The threshold value for switching battery power for front-wheel drive is dimensionless and ranges from 0.05 to 0.2. The initial charge switching threshold for the front-wheel drive dedicated battery is dimensionless and has a value of 0.1. The threshold value for switching the battery charge level of the rear-wheel drive dedicated battery is dimensionless and ranges from 0.1 to 0.3. The initial charge switching threshold for the rear-wheel drive dedicated battery is dimensionless and has a value of 0.2. The cumulative number of battery cycles, dimensionless, with a value ranging from 0 to 2000; The maximum number of cycles designed for the battery is dimensionless and takes a value of 2000. The real-time operating temperature of the battery is measured in degrees Celsius (°C) and ranges from -20 to 60. This is the standard operating temperature of the battery, measured in degrees Celsius (°C), and has a value of 25. This is the driving priority coefficient, which is dimensionless and ranges from 0 to 3.

[0010] More preferably, the vehicle's main computer system allocates the charging power of the front wheel regenerative braking system and the rear wheel regenerative braking system using a power allocation formula, wherein the power allocation formula is: ; ; in, The charging power of the front wheel energy recovery system, in kilowatts (kW), with a value ranging from 0 to 50; The charging power of the rear wheel energy recovery system is expressed in kilowatts (kW) and ranges from 0 to 50. The basic power recovered by the power recovery system is measured in kilowatts (kW) and is set to 50. The priority coefficient is dimensionless and ranges from 0 to 3. The real-time operating temperature of the battery is measured in degrees Celsius (°C) and ranges from -20 to 60. This is the standard operating temperature of the battery, measured in degrees Celsius (°C), and has a value of 25. The real-time internal resistance of the front-wheel drive battery is measured in ohms (Ω) and ranges from 0.01 to 0.1. The real-time internal resistance of the battery for rear-wheel drive is measured in ohms (Ω) and ranges from 0.01 to 0.1.

[0011] More preferably, the battery also includes a vehicle system-specific battery, which serves as a buffer battery and is electrically connected to the power supply and drive system. The power supply and drive system control the vehicle system-specific battery to provide power replenishment when the power difference between the two types of drive-specific batteries exceeds a set threshold. During the charging process, the vehicle system-specific battery is charged only after both types of drive-specific batteries are fully charged. During the discharging process, the vehicle system-specific battery prioritizes supplying power to the vehicle's electrical system.

[0012] A dual-independent drive energy cycle control system for new energy vehicles, applied to the dual-independent drive energy cycle control method for new energy vehicles as described in any one of the above, includes a front-wheel drive dedicated battery, a rear-wheel drive dedicated battery, a vehicle system dedicated battery, a vehicle owner computer system, a power supply and drive system, a wheel speed sensing system, a front-wheel drive system, a rear-wheel drive system, a front-wheel energy recovery system, and a rear-wheel energy recovery system; the front-wheel drive system is electrically connected to the front-wheel drive dedicated battery, the rear-wheel drive system is electrically connected to the rear-wheel drive dedicated battery, and the vehicle system dedicated battery, the front-wheel drive dedicated battery, and the rear-wheel drive dedicated battery are all connected to... The power supply and drive system are electrically connected; the front wheel energy recovery system is electrically connected to the front-wheel drive dedicated battery for charging, and the rear wheel energy recovery system is electrically connected to the rear-wheel drive dedicated battery for charging; the wheel speed sensing system is signal-connected to the vehicle's main computer system for transmitting vehicle speed data and tire slippage signals to the main computer system; the main computer system is signal-connected to the power supply and drive system, and the power supply and drive system are respectively connected to the control systems of the front-wheel drive system, rear-wheel drive system, front wheel energy recovery system, and rear wheel energy recovery system for controlling the start-stop and operating parameters of each system.

[0013] In a further preferred embodiment, the vehicle's main computer system is equipped with a data acquisition unit and a decision control unit. The data acquisition unit is used to collect the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the front-wheel drive dedicated battery, as well as the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the rear-wheel drive dedicated battery. It also receives real-time vehicle speed, road friction coefficient, and tire slippage signals transmitted by the wheel speed sensing system. The decision control unit has built-in formulas for calculating drive priority coefficients, dynamically adjusting switching thresholds, and allocating regenerative power. It is used to calculate drive priority coefficients, charge switching thresholds, and regenerative power allocation ratios based on the information collected by the data acquisition unit, and to send control commands to the power supply and drive system.

[0014] Technical Effects: The core inventive technology of this invention lies in constructing a collaborative control logic between dual independent drive systems and corresponding dedicated batteries. The vehicle's main computer system controls the alternating operation of the two drive systems in real time, simultaneously activating the regenerative braking system on the non-drive side for charging. When tires slip, the system automatically switches to four-wheel drive mode. This solution precisely solves the deadlock problem of high-speed range limitation in pure electric new energy vehicles in the background technology. It improves high-speed range without increasing battery capacity, while simultaneously reducing vehicle weight and shortening charging time, thus balancing range, weight reduction, and energy replenishment efficiency. Attached Figure Description

[0015] Figure 1 This is a flowchart of the energy cycle control method for dual independent drive new energy vehicles in this application. Figure 2 This is a connection block diagram of the energy cycle control system for a new energy vehicle with dual independent drive according to this application. Detailed Implementation

[0016] 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.

[0017] The main technical problems of existing technologies are: pure electric new energy vehicles rely on increasing battery capacity to improve range, which leads to increased vehicle weight, increased energy consumption at high speeds, halving of high-speed range and extended charging time. At the same time, there is a lack of a drive system collaborative control mechanism for tire slippage scenarios, which affects high-speed driving safety.

[0018] Based on this, please refer to Figures 1-2 This embodiment provides a method for energy cycle control of a new energy vehicle with dual independent drive systems, including a new energy vehicle equipped with a drive system, a battery, and a control system, characterized in that... The drive system includes a front-wheel drive system and a rear-wheel drive system. The battery includes a dedicated battery for the front-wheel drive system and a dedicated battery for the rear-wheel drive system. The control system includes a vehicle host computer system, a power supply and drive system, and a wheel speed sensing system. The front-wheel drive system is equipped with a front-wheel energy recovery system, and the rear-wheel drive system is equipped with a rear-wheel energy recovery system.

[0019] S1: The vehicle's main computer system receives vehicle speed data and power data of the two types of dedicated drive batteries from the wheel speed sensing system. S2: Controls the alternating operation of the front-wheel drive system and the rear-wheel drive system through the power supply and drive system, and synchronously controls the corresponding energy recovery system to charge the dedicated drive battery on the non-drive side; S3: When the wheel speed sensing system detects tire slippage, the vehicle's main computer system controls the front-wheel drive system and the rear-wheel drive system to operate simultaneously through the power and drive system, and shuts down the front-wheel regenerative braking system and the rear-wheel regenerative braking system.

[0020] Detailed introduction of the technical solution: The drive system adopts a completely independent modular design for the front and rear wheels. The front-wheel drive system consists of a permanent magnet synchronous drive motor, a motor controller, and a power converter, receiving power only from a dedicated front-wheel drive battery. The rear-wheel drive system uses the same hardware architecture and is electrically connected only to a dedicated rear-wheel drive battery. Both types of batteries use independently packaged ternary lithium battery packs. The battery management system communicates with the vehicle's main computer system via a CAN bus, uploading data such as remaining charge, individual cell voltage, and temperature in real time, avoiding voltage fluctuation problems caused by mutual interference between drive current and regenerative current in traditional single-battery systems. In the control system, the vehicle's main computer system uses an Infineon AURIX TC397 dual-core microcontroller. The main core operates at a frequency of 300MHz and is responsible for drive logic decisions and system control, while the slave core operates at a frequency of 200MHz and is responsible for data verification and fault diagnosis, ensuring real-time control response. The power supply and drive system, as the core execution unit, integrates 12 high-voltage relays, IGBT power modules, and a charging management chip. The high-voltage relays are from the Omron G9KA series and are used to switch the power supply circuit between the drive battery and the drive system. The IGBT modules are from Infineon FF450R12ME4 and are used to adjust the output power and regenerative braking power of the drive motor. The wheel speed sensing system uses Bosch ABS wheel speed sensors. Four sensors are installed on each of the four wheels, with a sampling frequency of 100Hz. Real-time vehicle speed is calculated by collecting wheel speed signals. When the speed difference between the left and right wheels exceeds 30% and lasts for more than 50ms, tire slippage is detected, and a slippage signal is immediately sent to the vehicle's main computer system.

[0021] The drive switching process is as follows: The vehicle's main computer system receives vehicle speed data from the wheel speed sensing system and the remaining power data of the two types of batteries every 100ms. When it is determined that the vehicle has entered high-speed cruising mode and the current drive-side battery power has reached the switching threshold, a switching command is sent to the power supply and drive system. The power supply and drive system first gradually reduces the output torque of the current drive motor to zero through the IGBT module, and at the same time cuts off the power supply circuit of the corresponding battery. After a delay of 20ms, the circuit of the other battery and drive system is connected, and the torque of the drive motor is gradually increased to the target value to achieve seamless switching and avoid power interruption. The energy recovery system is integrated with the drive motor. When the non-drive wheels move with the vehicle, the drive motor reverses and enters the power generation mode. The front wheel energy recovery system converts the mechanical energy of the front wheels into electrical energy, which is then processed by a rectifier and filter circuit to output stable DC power, charging the dedicated front-wheel drive battery. The rear wheel energy recovery system operates on the same principle. During the recovery process, the charging current is dynamically adjusted by the power supply and drive system based on the remaining battery charge. The charging current is 10A when the remaining charge is below 30%, 20A when the remaining charge is between 30% and 70%, and 5A when the remaining charge is above 70%, to avoid overcurrent charging that could damage the battery. When the wheel speed sensing system sends a slippage signal, the vehicle's main computer system immediately triggers the emergency control logic. The power supply and drive system simultaneously connect the power supply circuits for both the front and rear wheel drive systems. The IGBT module controls the two drive motors to output power according to a 50% torque distribution ratio, while simultaneously cutting off the power generation circuits for both the front and rear wheel energy recovery systems until the wheel speed difference recovers to below 10%. After the slippage signal is released, the system automatically switches back to the normal alternating drive mode.

[0022] The technical effects achieved by this solution are: to improve high-speed driving range without increasing the total battery capacity, to reduce vehicle weight and shorten charging time, while ensuring driving safety in skidding scenarios.

[0023] The main technical problems with existing technologies are: different vehicle models have different load requirements and driving scenarios, and traditional single-battery systems cannot adapt to the energy requirements of different vehicle models, resulting in low energy utilization efficiency in some models and serious waste of battery energy when driving in urban areas.

[0024] Based on this, the capacity ratio of the dedicated battery for front-wheel drive and the dedicated battery for rear-wheel drive is set according to the vehicle model. The capacity ratio for heavy-duty vehicles is 1:1, for large passenger vehicles it is 1:2, and for small and medium-sized vehicles it is 1:3. When the new energy vehicle is driving in the city, the power supply and drive system only controls the operation of the rear-wheel drive system, while the front-wheel drive system remains off.

[0025] Detailed introduction of this technical solution: Different battery capacity ratios are designed for the characteristics of different vehicle models. For heavy-duty vehicles such as 10-ton new energy trucks, both the front-wheel drive and rear-wheel drive batteries are designed with a capacity of 100kWh. The battery pack dimensions are 2200mm × 800mm × 300mm, and they are arranged on both sides of the frame to ensure left-right weight balance and meet the load-bearing and power requirements during high-speed driving. For large family vehicles such as 7-seater SUVs, the front-wheel drive battery capacity is 40kWh, and the rear-wheel drive battery capacity is 80kWh. The front-wheel drive battery pack is located in the front compartment, and the rear-wheel drive battery pack is located in the middle of the chassis, optimizing the vehicle's center of gravity distribution. For small and medium-sized vehicles such as compact sedans, the front-wheel drive battery capacity is 20kWh, and the rear-wheel drive battery capacity is 60kWh. The front-wheel drive battery pack adopts a flat design, with a thickness of only 120mm, and is integrated under the front axle to reduce the occupation of interior space.

[0026] The vehicle's home computer system determines urban driving status based on vehicle speed data. When the wheel speed sensing system detects a real-time vehicle speed consistently below 60 km / h for 5 minutes without highway cruise control activated, it is identified as urban driving mode. In this mode, the high-voltage relay controlling the front-wheel drive system disconnects, the front-wheel drive motor is de-energized, and the dedicated front-wheel drive battery enters a dormant state, maintaining only low-power operation of the battery management system with a current not exceeding 100mA. The rear-wheel drive system operates in normal mode, with the drive motor adjusting output torque based on the accelerator pedal signal. During frequent starts and stops in urban driving, the rear-wheel energy recovery system automatically activates, recovering energy during braking or coasting to charge the dedicated rear-wheel drive battery, further reducing energy consumption. When the rear-wheel drive battery charge drops below 20% during urban driving, the home computer system will issue a warning signal, informing the driver to charge the battery or switch to highway mode to activate the front-wheel drive system.

[0027] The technical effects achieved by this solution are: adapting to the energy requirements of different vehicle models, improving energy utilization efficiency during urban driving, and optimizing battery placement space.

[0028] The main technical problem with the existing technology is that the switching trigger condition of the drive system in high-speed cruising scenarios is unclear, which can easily lead to the depletion of the dedicated drive battery, making it impossible to achieve continuous energy cycling and affecting the stability of high-speed driving range.

[0029] Based on this, when the wheel speed sensing system detects that the vehicle speed exceeds 80 kilometers per hour for 3 consecutive minutes, or when the vehicle's owner computer system activates the high-speed cruise control function and detects that the rear-wheel drive battery charge is lower than the set value, the vehicle's owner computer system switches the power and drive system to the front-wheel drive system and simultaneously activates the rear-wheel regeneration system to charge the rear-wheel drive battery.

[0030] Detailed introduction of the technical solution: In high-speed scenarios, both types of drive system switching trigger conditions are implemented through the software logic of the vehicle's main computer system. In the first type, vehicle speed trigger condition, the wheel speed sensing system collects vehicle speed data in real time. The main computer system has a built-in timing module that starts timing when the vehicle speed exceeds 80 km / h. If the vehicle speed remains above 80 km / h and does not drop below 75 km / h during the timing process, a switching command is triggered when the accumulated timing time reaches 3 minutes. If the vehicle speed drops below 75 km / h during the timing process, the timing is reset and restarted. In the second type, battery level trigger condition, the high-speed cruise control function is activated by the driver via steering wheel buttons. Once activated, the main computer system stabilizes the vehicle speed at a set value, such as 90 km / h or 100 km / h, while simultaneously monitoring the remaining battery level of the rear-wheel drive battery in real time. When the battery level drops below the set default of 20%, regardless of whether the vehicle speed meets the condition of continuously exceeding 80 km / h for 3 minutes, a switching command is immediately triggered to ensure timely charging of the rear-wheel drive battery.

[0031] After the switching command is issued, the power and drive system executes a precise switching process. First, the vehicle's main computer system sends a torque reduction command to the rear-wheel drive system's motor controller. Within 500ms, the motor controller linearly reduces the output torque from its current value to zero. Simultaneously, the power and drive system disconnects the high-voltage circuit between the rear-wheel drive battery and the rear-wheel drive system. At this point, the rear-wheel drive system stops supplying power, and the rear-wheel energy recovery system automatically activates, switching the rear-wheel drive motor to generator mode to recover kinetic energy generated during vehicle operation. Subsequently, the power and drive system connects the high-voltage circuit between the front-wheel drive battery and the front-wheel drive system. The front-wheel drive system's motor controller receives the torque command and linearly increases the output torque to the target value within 500ms. The target value is determined based on the current vehicle speed and accelerator pedal position to ensure smooth vehicle operation. During the switching process, the longitudinal acceleration fluctuation of the entire vehicle does not exceed 0.2m / s², and the driver experiences no noticeable interruption in power.

[0032] After the rear-wheel energy recovery system is activated, the charging power is dynamically adjusted according to the remaining charge of the rear-wheel drive battery. The charging power is 30kW when the charge is below 20%, 20kW when it is between 20% and 50%, 10kW when it is between 50% and 80%, and 5kW when it is above 80%. During charging, the battery management system monitors the battery temperature in real time. When the temperature exceeds 45℃, the charging power is reduced by 50%, and charging stops and a high-temperature warning signal is sent when the temperature exceeds 55℃. The vehicle's main computer system records the switching time and battery charge changes in real time to ensure that the non-drive battery has sufficient charging time during each switch, achieving energy recycling.

[0033] The technical effects achieved by this solution are: to clarify the trigger conditions for drive switching in high-speed scenarios, to avoid the depletion of the dedicated drive battery, and to ensure high-speed range stability and driving smoothness.

[0034] The main technical problems with the existing technology are: the lack of a clear switching mechanism when the front-wheel drive dedicated battery is too low, the unclear battery priority during charging, resulting in low charging efficiency and inability to quickly restore battery power.

[0035] Based on this, when the vehicle's main computer system detects that the front-wheel drive battery's charge is lower than a set value, it switches the power and drive system to the rear-wheel drive system and simultaneously activates the front-wheel regeneration system to charge the front-wheel drive battery. When the new energy vehicle is connected to a charging station, the power and drive system prioritizes charging the rear-wheel drive battery. Once the rear-wheel drive battery is fully charged, it automatically switches to charging the front-wheel drive battery.

[0036] Detailed introduction of the technical solution: The battery management system monitors the charge level of the front-wheel drive battery in real time, uploading remaining charge data to the vehicle's main computer system every 50ms. When the remaining charge level falls below the default 10%, the main computer system immediately initiates a switchback process. This switchback process is identical to the high-speed switching process: first, the torque of the front-wheel drive motor is reduced to zero, the power supply circuit to the front-wheel drive battery is cut off, the circuit between the rear-wheel drive battery and the rear-wheel drive system is connected, and the torque of the rear-wheel drive motor is increased to the target value. The entire process takes no more than 1 second. After the switchback, the front-wheel regenerative braking system is activated, and the front-wheel drive motor switches to generator mode, recovering energy to charge the front-wheel drive battery. The charging power is also dynamically adjusted according to the remaining charge level of the front-wheel drive battery to ensure charging efficiency and battery safety.

[0037] In a charging scenario, after a charging pile is connected, the charging management chip of the power supply and drive system first detects the output voltage and current parameters of the charging pile. Once it confirms that the charging requirements are met, it establishes a communication connection with the charging pile. The charging priority logic is implemented through software programming. The power supply and drive system prioritizes controlling the output current of the charging pile to flow to the rear-wheel drive battery. The initial charging current is set to 30A. When the remaining charge of the rear-wheel drive battery reaches 80%, the current drops to 15A; when it reaches 95%, it drops to 5A, until the charge reaches 100%, at which point the charging management chip sends a full charge signal. After the rear-wheel drive battery is fully charged, the charging management chip automatically switches the charging circuit, disconnecting from the rear-wheel drive battery and connecting to the front-wheel drive battery, charging the front-wheel drive battery using the same current regulation strategy.

[0038] During charging, the power supply and drive system monitors the battery status in real time. If the voltage of a single battery cell exceeds 4.2V or the temperature exceeds 50℃, the charging current is immediately reduced by 50%. If the voltage exceeds 4.3V or the temperature exceeds 55℃, charging is stopped and a stop command is sent to the charging station. At the same time, a fault warning is issued to the driver through the vehicle's display screen. When a new energy vehicle connects to a charging station, such as a roadside charging station, while driving at high speed, the system can simultaneously charge the dedicated battery for the front-wheel drive. In this case, the front-wheel drive system continues to operate, while the rear-wheel energy recovery system continues to charge the dedicated battery for the rear-wheel drive, achieving parallel driving and charging and improving energy replenishment efficiency.

[0039] The technical effects achieved by this solution are: to realize the cyclic switching of the drive system, to avoid the front-wheel drive battery from running out of power, to improve charging efficiency, and to ensure power reserves for urban driving.

[0040] The main technical problems with existing technologies are that the priority determination of the drive system relies on only a single parameter, such as battery level, without considering factors such as vehicle speed and road conditions. This leads to inaccurate priority determination, low energy utilization efficiency, and an inability to adapt to complex driving scenarios.

[0041] Based on this, the vehicle's main computer system determines the operating priority of the front-wheel drive system and the rear-wheel drive system through a drive priority coefficient calculation formula, which is as follows: ; in, The priority coefficient is dimensionless and ranges from 0 to 3. The real-time vehicle speed detected by the wheel speed sensing system is measured in kilometers per hour (km / h). The maximum design speed for new energy vehicles, measured in kilometers per hour. This represents the percentage of remaining charge in the rear-wheel drive battery, a dimensionless value ranging from 0 to 1. This represents the percentage of remaining charge in the front-wheel drive battery, a dimensionless value ranging from 0 to 1. The friction coefficient for real-time road conditions is dimensionless and ranges from 0.1 to 0.9.

[0042] Detailed introduction of this technical solution: The design of the drive priority coefficient calculation formula is based on vehicle dynamics and energy management theory, comprehensively considering the synergistic effects of three key factors: vehicle speed, battery charge, and road conditions, to ensure the scientific nature and accuracy of priority determination. The design logic of each item in the formula is as follows: The vehicle speed is the weighting factor; the higher the vehicle speed, the closer this factor is to 1. (This refers to the battery capacity for the rear-wheel drive system.) The more significant the impact on priority, the more energy reserves the rear-wheel drive system needs in high-speed scenarios. This is a low-speed weighting factor; the lower the vehicle speed, the closer this factor is to 1. (Front-wheel drive dedicated battery capacity) coefficient of friction with road conditions The more significant the synergistic effect, the better the adaptation to road conditions during low-speed driving in urban areas. For the road condition correction term, the natural logarithm function is used to make the effect of the friction coefficient on the priority non-linear; the lower the friction coefficient, the smaller the value of this term. This reduces and avoids power instability caused by frequent switching of the drive system under low-friction road conditions.

[0043] The specific method for obtaining parameters is as follows: The conversion formula is obtained by converting the wheel speed signal collected by the wheel speed sensing system. ,in The diameter of the wheel is in meters. The wheel rotation speed is measured in revolutions per minute. The vehicle's main computer system has built-in wheel diameter parameters, which are automatically converted. Fixed parameters used in vehicle design, such as 180 kilometers per hour, are stored in the flash memory of the vehicle's owner's computer system. and The battery management system calculates the change in charge by integrating the charging and discharging current, and then converts it into the percentage of remaining charge based on the battery's rated capacity. The friction coefficient is estimated by integrating wheel speed, braking, and accelerator pedal signals through the vehicle's main computer system. When the vehicle brakes, the friction coefficient is calculated based on the relationship between braking distance and vehicle speed; when the vehicle accelerates, the friction coefficient is corrected based on the relationship between acceleration torque and vehicle speed. Simultaneously, historical road condition data is referenced for smoothing to ensure... The accuracy.

[0044] The calculation process is as follows: the vehicle's main computer system triggers a calculation process every 0.5 seconds, first reading the latest data from the data cache. , , , The parameters are substituted into the formula for calculation, which uses a 32-bit floating-point data format to ensure calculation accuracy. The result is... Then it is compared with the preset threshold of 1.5. When the value is greater than 1.5, the rear-wheel drive system is considered to have higher priority. If the current mode is front-wheel drive, a switching process is initiated to switch to rear-wheel drive; otherwise, the current mode is maintained. When the value is less than 1.5, the front-wheel drive system is considered to have higher priority, and corresponding maintenance or switching operations are performed. When When the value fluctuates around 1.5, such as between 1.45 and 1.55, the anti-shake mechanism is activated, and the calculation is repeated after a 1-second delay. The decision is made based on the recalculation results to avoid frequent switching.

[0045] The formula calibration process is completed before the vehicle leaves the factory. Parameter weights are adjusted through real-vehicle testing under different speeds, battery levels, and road conditions to ensure accuracy. The judgment result is consistent with actual driving needs. For example, on dry asphalt roads. high speed Rear wheel battery power Front wheel battery charge At that time, the calculation yielded If the value is less than 1.5, the front-wheel drive is given higher priority, which meets the requirements of front-wheel drive in high-speed scenarios.

[0046] The technical effects achieved by this solution are: dynamically determining the priority of the drive system, adapting to different vehicle speeds, battery levels, and road conditions, and improving energy utilization efficiency and driving safety.

[0047] The main technical problem with the existing technology is that the power switching threshold of the dedicated driving battery is a fixed value, which does not take into account aging and environmental factors such as battery cycle count and operating temperature. This results in the switching timing being too early or too late after the battery ages, affecting battery life and range stability.

[0048] Based on this, the vehicle's main computer system corrects the power switching settings for the front-wheel drive dedicated battery and the rear-wheel drive dedicated battery using a dynamic adjustment formula for the switching threshold. The dynamic adjustment formula for the switching threshold is as follows: ; ; in, This is the threshold value for switching battery power for front-wheel drive, dimensionless, ranging from 0.05 to 0.2. This is the initial charge switching threshold for the front-wheel drive dedicated battery, dimensionless, and has a value of 0.1. This is the threshold value for switching battery power for the rear-wheel drive system. It is dimensionless and ranges from 0.1 to 0.3. This is the initial charge switching threshold for the rear-wheel drive dedicated battery, dimensionless, and takes a value of 0.2. This represents the cumulative number of battery cycles, a dimensionless value ranging from 0 to 2000. The maximum number of cycles designed for the battery is dimensionless and taken as 2000. This refers to the real-time operating temperature of the battery, measured in degrees Celsius. This is the standard operating temperature of the battery, measured in degrees Celsius, and has a value of 25. This is the driving priority coefficient, which is dimensionless and ranges from 0 to 3.

[0049] Detailed introduction of this technical solution: The design of the dynamic adjustment formula for the switching threshold is based on the theory of battery aging mechanism and the influence of temperature on battery performance. Independent formulas are designed for the switching thresholds of front-wheel drive and rear-wheel drive batteries to adapt to their different usage scenarios. For the front-wheel drive battery, the formula... This is an aging correction item, representing the cumulative number of battery cycles. The more loops, the closer to the maximum number of loops designed. The more severe the battery capacity degradation, the smaller this value. The lower the value, the less likely it is to cause insufficient power due to premature switching caused by capacity reduction after battery aging. This is a temperature correction item, representing the real-time operating temperature of the battery. Below standard temperature When the battery discharge capacity decreases, this value becomes less than 1. Reduce the power level to ensure the battery has sufficient remaining charge during the switch. Higher than When the value of this item is greater than 1, Increase the temperature to fully utilize the battery's discharge capacity at high temperatures. For priority adjustment items, The higher the rear-wheel drive priority, the higher the front-wheel drive switching threshold. The higher the value, the more power the front-wheel drive system has to meet the demands of high-speed driving.

[0050] For rear-wheel drive dedicated batteries, in the formula This is an aging correction item. Rear-wheel drive systems are used more frequently, and their batteries age faster, so this item's value increases accordingly. Increase and increase, The higher the speed, the earlier the system switches to front-wheel drive, avoiding excessive discharge of the rear wheel battery. For temperature correction, Below When the value of this item is greater than 1, Increase the height to prevent insufficient power caused by a decrease in the rear wheel battery's discharge capacity at low temperatures. Higher than When the value of this item is less than 1, Reduce and make full use of the discharge capacity at high temperatures. For priority adjustment items, The higher the priority, the higher the rear-wheel drive priority. The higher the value, the better it meets the high-frequency usage requirements of rear-wheel drive systems.

[0051] The specific method for obtaining parameters is as follows: The battery management system records that each complete charge-discharge cycle, i.e., the battery charge from below 20% to above 90%, is one cycle, and the cumulative number of cycles is stored in non-volatile memory. The real-time operating temperature is measured by the NTC thermistors inside the battery pack. Each battery pack has 6 built-in thermistors distributed in different locations, and the average value is taken as the real-time operating temperature. , , , These are all fixed parameters used in the vehicle design and are stored in the vehicle's owner's computer system. To drive the output of the priority coefficient calculation formula, call it directly.

[0052] The formula's execution flow is as follows: the vehicle's owner's computer system reads the data upon its first startup each day. Value, initialization and Then, data is collected every second. and The value is substituted into the formula for dynamic correction, and the corrected value is... and This serves as the daily power switching threshold. For example, a dedicated battery for the front-wheel drive of a small to medium-sized vehicle. , , Substitute into the formula to calculate But because The value range is limited to a maximum of 0.2 to ensure the switching threshold is within a reasonable range. This applies to rear-wheel drive batteries with the same parameters. Taking the maximum value of 0.3 meets the requirements of the value range.

[0053] The technical effects achieved by this solution are: dynamically correcting the power switching threshold, adapting to battery aging and changes in ambient temperature, extending battery life, and ensuring stable driving range.

[0054] The main technical problems with existing technologies are: the charging power of the power recovery system is a fixed value, which does not take into account factors such as battery temperature, internal resistance, and drive priority, resulting in a mismatch between the recovery power and the battery's accepting capacity, low charging efficiency, or damage to the battery.

[0055] Based on this, the vehicle's main computer system allocates the charging power of the front-wheel and rear-wheel regenerative braking systems using a power recovery allocation formula, which is as follows: in The charging power of the front wheel regenerative braking system, measured in kilowatts, ranges from 0 to 50. The charging power of the rear-wheel regenerative braking system, measured in kilowatts, with a value ranging from 0 to 50. This represents the basic power recovered by the energy recovery system, measured in kilowatts, and valued at 50. This is a priority coefficient, dimensionless, with a value ranging from 0 to 3. This refers to the real-time operating temperature of the battery, measured in degrees Celsius. This is the standard operating temperature of the battery, measured in degrees Celsius, and has a value of 25. This is the real-time internal resistance of the battery specifically designed for front-wheel drive, measured in ohms, with a value ranging from 0.01 to 0.1. The real-time internal resistance of the battery for rear-wheel drive is measured in ohms and ranges from 0.01 to 0.1.

[0056] Detailed introduction of the technical solution: The design of the power recovery distribution formula is based on circuit theory and battery charging characteristics, taking into account factors such as drive priority, battery temperature, and internal resistance to ensure precise matching between charging power and battery acceptance capacity. The maximum recoverable power of the energy recovery system is determined by the power generation capacity of the drive motor and the load-bearing capacity of the power module, and is fixed at 50 kilowatts to ensure that the recovered power does not exceed the system's hardware limits. For front-wheel energy recovery systems, This item reflects the synergistic effect of drive priority and temperature. The higher the rear-wheel drive priority, the greater the proportion of regenerative braking power generated by the front wheels, and the more power needs to be replenished to the front wheel battery. Below The battery's ability to accept power decreases over time. A value greater than 1 improves charging efficiency at low temperatures by increasing the regenerative braking power of the front wheels. Higher than When the battery's acceptance capability improves, this value is less than 1 to avoid excessive charging power. This term is for internal resistance correction. According to Ohm's law, the higher the battery's internal resistance, the lower the charging current and the lower the recovery power. This avoids excessive voltage drop and heat generation caused by high-current charging, thus protecting the battery.

[0057] For rear-wheel regenerative braking systems This item reflects the synergistic effect of drive priority and temperature. The lower the priority, the higher the front-wheel drive priority, and the greater the proportion of regenerative braking power from the rear wheels, requiring more charge to be replenished to the rear wheel batteries. Higher than hour A value greater than 1 increases the regeneration power of the rear wheels, fully utilizing the battery's ability to regenerate energy at high temperatures. Below When this value is less than 1, reduce the recovery power to avoid battery damage at low temperatures. Similarly, through... This corrects the effect of internal resistance and ensures charging safety under different internal resistance conditions.

[0058] The specific method for obtaining parameters is as follows: and The internal resistance is measured by the battery management system using the AC impedance method. The battery management system outputs a 1kHz AC signal to the battery pack, measures the response voltage and current, and calculates the real-time internal resistance. The measurement is performed every 2 seconds. To drive the output of the priority coefficient calculation formula, For the real-time operating temperature of the battery, , The design parameters are fixed and stored in the vehicle's main computer system.

[0059] The formula's execution flow is as follows: the vehicle's main computer system collects data every 0.1 seconds. , , , Parameters, substitute into the formula to calculate and The calculation result is rounded to two decimal places. The calculated recovered power value is sent to the IGBT module of the power supply and drive system. The IGBT module adjusts the duty cycle of the generation circuit through pulse width modulation technology to achieve precise control of the charging power. For example, in the current wheel power recovery system... The calculated value is 20 kW, and the duty cycle of the IGBT module is set to 40% to stabilize the output power at 20 kW. When the calculated value... or If the power exceeds 50 kilowatts, take the maximum value of 50 kilowatts; if it is less than 0 kilowatts, take 0 kilowatts to ensure that the power is within a reasonable range.

[0060] During the recycling process, if the battery management system detects that the battery temperature exceeds 55°C or the single-cell voltage exceeds 4.25V, the vehicle's main computer system will immediately reduce the recycling power by 50%. If the temperature exceeds 60°C or the voltage exceeds 4.3V, recycling will stop and the regenerative braking system will be shut down. For example, when a vehicle is traveling at high speed... , , ohm, Ohm, substitute into the formula to calculate kilowatts, which is outside the range, so we'll use 50 kilowatts. At this time, the front wheel energy recovery system charges at a power of 50 kilowatts, while the rear wheel energy recovery system does not work, which meets the needs of high-speed scenarios.

[0061] The technical effects achieved by this solution are: dynamically allocating recovery power, improving charging efficiency, avoiding battery damage, and extending battery life.

[0062] The main technical problems with the existing technology are: when the power difference between the two types of dedicated drive batteries is too large, power interruption is likely to occur. The vehicle's electrical system directly relies on the drive battery for power, which leads to the drive battery being consumed too quickly and affecting the driving range.

[0063] Based on this, the battery also includes a vehicle system-specific battery, which serves as a buffer battery and is electrically connected to the power supply and drive system. The power supply and drive system control the vehicle system-specific battery to provide power replenishment when the power difference between the two types of drive-specific batteries exceeds a set threshold. During the charging process, the vehicle system-specific battery is charged only after both types of drive-specific batteries are fully charged. During the discharging process, the vehicle system-specific battery prioritizes supplying power to the vehicle's electrical system.

[0064] Detailed introduction of the technical solution: The dedicated battery for the vehicle system uses lithium iron phosphate batteries, with a capacity of 10% of the total capacity of the two types of dedicated drive batteries. For example, for small and medium-sized vehicles, the dedicated battery for the front wheels is 20 kWh, and for the rear wheels it is 60 kWh. The dedicated battery for the vehicle system has a capacity of 8 kWh and a voltage rating of 380V, consistent with the dedicated drive batteries, facilitating connection to the power supply and drive system. The dedicated battery for the vehicle system is installed in the battery compartment in the middle of the vehicle body, independently packaged, and equipped with a dedicated battery management system that works in conjunction with the main battery management system to upload data such as charge and temperature in real time.

[0065] The battery balancing and replenishment function is controlled by the software logic of the power supply and drive system. Every 0.5 seconds, the power supply and drive system reads the remaining charge of the front-wheel drive battery and the rear-wheel drive battery, calculates the charge difference, and initiates the replenishment process when the charge difference exceeds a preset threshold of 15%. Specifically, if the charge of the front-wheel drive battery is lower than that of the rear-wheel drive battery, the power supply and drive system connects the power supply circuits of the vehicle system battery and the front-wheel drive battery. A DC-DC converter is used to convert the voltage of the vehicle system battery to a voltage matching that of the front-wheel drive battery. The replenishment current is set to 5A, and the circuit is disconnected once the charge difference between the two types of batteries is less than 15%. If the charge of the rear-wheel drive battery is lower than that of the front-wheel drive battery, the vehicle system battery replenishes the rear-wheel drive battery, following the same logic. During the replenishment process, the battery management system monitors the battery temperature and voltage in real time. If the temperature exceeds 45℃ or the voltage is abnormal, the replenishment process is immediately stopped.

[0066] In the charging scenario, after a charging pile is connected, the power and drive system prioritizes charging the dedicated batteries for the front and rear wheels, while the charging circuit for the vehicle system's dedicated battery remains disconnected. When both the front and rear wheel dedicated batteries reach 100% charge, the charging management chip automatically switches to the charging circuit for the vehicle system's dedicated battery, setting the charging current to 10A, until the vehicle system's dedicated battery reaches 100% charge and charging stops. In the discharging scenario, the power supply circuits for the vehicle's electrical system, including the air conditioning, lights, central control system, and navigation system, are directly connected to the vehicle system's dedicated battery. The power and drive system controls the vehicle's electrical system to prioritize drawing power from the vehicle system's dedicated battery. When the remaining charge of the vehicle system's dedicated battery falls below 10%, the power and drive system automatically switches the power supply circuit, connecting the rear wheel dedicated battery to the vehicle's electrical system, allowing the rear wheel dedicated battery to supply power, and simultaneously issuing a warning signal to the driver that the vehicle system's dedicated battery is low on charge.

[0067] The vehicle system-specific battery also has an emergency power supply function. When both types of drive batteries fail and cannot supply power, the vehicle system-specific battery can temporarily provide power support to the drive system, with a driving speed limited to 30 kilometers per hour and a driving distance not exceeding 10 kilometers, ensuring that the driver can drive the vehicle to a safe area or repair station.

[0068] The technical effects achieved by this solution are: balancing the power of the two types of drive batteries, avoiding the consumption of drive power by the vehicle system, and ensuring power continuity and range stability.

[0069] The main technical problems of existing technologies are: the energy control system modules of traditional new energy vehicles are scattered, the signal interaction between the modules is not smooth, the collaborative control capability of the drive system, battery and recycling system is weak, and efficient energy cycle management cannot be achieved.

[0070] Based on this, this embodiment provides a dual independent drive energy cycle control system for new energy vehicles, characterized in that it includes a dedicated front-wheel drive battery, a dedicated rear-wheel drive battery, a dedicated vehicle system battery, a vehicle host computer system, a power supply and drive system, a wheel speed sensing system, a front-wheel drive system, a rear-wheel drive system, a front-wheel energy recovery system, and a rear-wheel energy recovery system. The front-wheel drive system is electrically connected to the dedicated front-wheel drive battery, and the rear-wheel drive system is electrically connected to the dedicated rear-wheel drive battery. The dedicated vehicle system battery, the dedicated front-wheel drive battery, and the dedicated rear-wheel drive battery are all electrically connected to the power supply and drive system. The front wheel energy recovery system is electrically connected to the dedicated front-wheel drive battery for charging, and the rear wheel energy recovery system is electrically connected to the dedicated rear-wheel drive battery for charging. The wheel speed sensing system is signal-connected to the vehicle's main computer system for transmitting vehicle speed data and tire slippage signals. The vehicle's main computer system is signal-connected to the power and drive system. The power and drive system are respectively connected to the control systems of the front-wheel drive system, rear-wheel drive system, front wheel energy recovery system, and rear wheel energy recovery system for controlling the start-up, shutdown, and operating parameters of each system.

[0071] Detailed introduction of the technical solution: The system adopts a modular architecture, with each module connected through standardized interfaces to ensure smooth signal interaction and scalability. Both the front-wheel drive and rear-wheel drive batteries use ternary lithium battery packs with a rated voltage of 380V. The capacity of the front-wheel drive battery ranges from 20 to 100 kWh depending on the vehicle model, while the rear-wheel drive battery capacity ranges from 60 to 100 kWh. The battery pack integrates a battery management system, temperature sensors, and voltage acquisition modules for real-time monitoring of battery status. The vehicle-specific battery is a lithium iron phosphate battery with a capacity of 8 to 15 kWh and a rated voltage of 380V, matching the voltage of the drive batteries for easy collaborative operation.

[0072] The vehicle's main computer system uses the Infineon AURIX TC397 dual-core microcontroller. This controller is specifically designed for automotive electronics, featuring high reliability and real-time performance. The main core is responsible for core functions such as drive logic decision-making, priority calculation, and switching threshold adjustment, while the slave cores are responsible for data acquisition and verification, fault diagnosis, and communication management. The peripheral circuitry of the main computer system includes a power supply module, a clock module, and a communication module. The power supply module uses a TITPS65987D chip, providing multiple voltage levels (3.3V, 5V, 12V) to power the controller and peripheral circuits. The clock module uses a 20MHz crystal oscillator to provide a stable clock signal. The communication module supports multiple communication protocols, including CAN, CAN-FD, and Ethernet, enabling high-speed data interaction with various modules.

[0073] The power supply and drive system is the core execution unit of the system, integrating key components such as high-voltage relays, IGBT power modules, DC-DC converters, and charging management chips. The high-voltage relays are from the Omron G9KA series, with a total of 12 channels. Eight channels are used for switching the drive battery and drive system circuits, and four channels are used for switching the charging circuit. The relays' engagement and disengagement are controlled by the vehicle's main computer system through optocoupler isolation circuits to ensure high-voltage safety. The IGBT power modules are Infineon FF450R12ME4, rated at 1200V and 450A, used to regulate the output power and regenerative braking power of the drive motor. The modules have built-in temperature sensors and overcurrent protection circuits to ensure safe operation. The DC-DC converter uses a TITPS5430 chip to convert the high-voltage battery voltage to 12V to power the vehicle's low-voltage equipment. The charging management chip is an ADIADP1055, supporting fast charging protocols and enabling precise control of charging current and voltage.

[0074] The wheel speed sensing system consists of four Bosch ABS wheel speed sensors, which are installed on the four wheels. The sensors use the Hall effect principle to convert the wheel speed into an electrical signal output. The signal is transmitted to the CAN interface of the vehicle's main computer system through a shielded wire. The sampling frequency is 100Hz. The vehicle's main computer system calculates the real-time vehicle speed based on the speed signal. When the difference in speed between the left and right wheels exceeds 30% and lasts for 50ms, it is determined that the tires are slipping.

[0075] Both the front-wheel drive and rear-wheel drive systems consist of permanent magnet synchronous drive motors and motor controllers. The drive motors are Jingjin Electric permanent magnet synchronous motors with a rated power of 150kW, a peak power of 200kW, a rated speed of 3000rpm, and a peak speed of 12000rpm. The motor controller is integrated with the drive motor and uses a vector control algorithm to receive power commands from the power supply and drive system, adjusting the motor's output torque. The front-wheel and rear-wheel regenerative braking systems are also integrated with the drive motors. When the motor reverses, it enters a power generation mode, converting mechanical energy into electrical energy. After processing by a rectifier and filter circuit, the electrical energy is charged into the corresponding dedicated battery, achieving a recovery efficiency of over 85%.

[0076] The specific connection method between the modules is as follows: the dedicated batteries for front-wheel drive, rear-wheel drive, and vehicle systems are connected to the high-voltage input terminals of the power supply and drive system via high-voltage cables. These high-voltage cables are 35mm² copper core cables with an outer layer of insulating and flame-retardant material. The vehicle's main computer system communicates with the power supply and drive system, wheel speed sensing system, and battery management system via a CAN-FD bus at a transmission rate of 8Mbps to ensure real-time data transmission. The power supply and drive system is connected to the front-wheel drive system, rear-wheel drive system, front-wheel regenerative braking system, and rear-wheel regenerative braking system via control wiring harnesses. These control harnesses transmit PWM control signals and status feedback signals.

[0077] The technical effects achieved by this solution are: enabling coordinated operation of various modules, improving system response speed and energy management efficiency, and ensuring the stability of energy cycle control.

[0078] The main technical problems of the existing technology are: the lack of a dedicated data acquisition and decision control unit in the vehicle's main computer system, and the mutual interference between data processing and decision command generation, resulting in low control accuracy and response delay, which cannot meet the real-time control requirements in complex driving scenarios.

[0079] Based on this, the vehicle's main computer system is equipped with a data acquisition unit and a decision control unit. The data acquisition unit is used to collect the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the front-wheel drive dedicated battery, as well as the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the rear-wheel drive dedicated battery. It also receives real-time vehicle speed, road friction coefficient, and tire slippage signals transmitted by the wheel speed sensing system. The decision control unit has built-in formulas for calculating drive priority coefficients, dynamically adjusting switching thresholds, and allocating regenerative power. It is used to calculate drive priority coefficients, charge switching thresholds, and regenerative power allocation ratios based on the information collected by the data acquisition unit, and to send control commands to the power supply and drive system.

[0080] Detailed description of the technical solution: The vehicle's main computer system internally divides into a data acquisition unit and a decision control unit through software architecture. These two units operate independently and exchange data via an internal high-speed bus, ensuring that data processing and decision command generation do not interfere with each other. The data acquisition unit adopts a multi-channel data acquisition architecture, including a CAN interface module, an analog signal acquisition module, a digital signal acquisition module, and a filtering module. The CAN interface module uses the Infineon TLE9251 chip, supporting CAN and CAN-FD protocols. It receives data from the battery management system via the CAN bus, including the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the front-wheel drive and rear-wheel drive batteries, as well as real-time vehicle speed and tire slippage signals from the wheel speed sensing system. The analog signal acquisition module uses the ADIAD7606 analog-to-digital converter chip to convert the analog signals output from the battery temperature sensor and wheel speed sensor into digital signals, with a sampling accuracy of 16 bits and a sampling rate of 1kHz. The digital signal acquisition module receives digital quantities such as fault signals and status signals from various systems. The filtering module uses a mean filtering algorithm to process the collected data and remove noise interference. The filtering window size is set to 5, that is, the average value of 5 consecutive collected data is taken as the valid data. The data cache is updated every 0.05 seconds and a data ready signal is sent to the decision control unit.

[0081] The specific parameters for data acquisition are as follows: the remaining battery capacity percentage is calculated by the battery management system using the coulomb method. The battery management system integrates the charging and discharging current to obtain the change in battery capacity, which is then converted into percentage data based on the battery's rated capacity and sent to the data acquisition unit via the CAN bus. Real-time internal resistance is measured by the battery management system using the AC impedance method at a frequency of 1kHz and an accuracy of 0.001 ohms, with data updated every 2 seconds. Real-time operating temperature is collected by NTC thermistors inside the battery pack. Each battery pack contains 6 thermistors, and the average value is taken as the real-time battery temperature, with a measurement range of -40℃ to 85℃ and an accuracy of ±1℃. Real-time vehicle speed is calculated from the wheel speed sensor signals of the wheel speed sensing system. The vehicle's main computer system has built-in wheel diameter parameters and automatically performs the conversion, with an accuracy of ±0.1 km / h. The road friction coefficient is estimated by the data acquisition unit by fusing wheel speed signals, braking signals, and accelerator pedal signals using an algorithm, with an estimation accuracy of ±0.05. The tire slippage signal is determined by the wheel speed sensing system and sent to the data acquisition unit. It is a digital signal, with a high level indicating slippage and a low level indicating normal operation.

[0082] The decision control unit adopts a software architecture based on the FreeRTOS real-time operating system, and incorporates three core algorithm modules: a drive priority coefficient calculation module, a switching threshold dynamic adjustment module, and a regenerative power allocation module. The drive priority coefficient calculation module reads real-time vehicle speed, design maximum vehicle speed, remaining battery percentage of the rear-wheel drive battery, remaining battery percentage of the front-wheel drive battery, and road friction coefficient parameters from the data cache every 0.5 seconds, and substitutes them into the drive priority coefficient calculation formula for calculation. The calculation uses a 32-bit floating-point data format to ensure calculation accuracy. The switching threshold dynamic adjustment module reads the battery's cumulative cycle count, design maximum cycle count, real-time battery operating temperature, standard operating temperature, and drive priority coefficient parameters every 1 second, and substitutes them into the switching threshold dynamic adjustment formula to calculate the battery switching threshold for the front-wheel drive battery and the rear-wheel drive battery. The regenerative power allocation module reads the regenerative base power, drive priority coefficient, real-time battery operating temperature, standard operating temperature, real-time internal resistance of the front-wheel drive battery, and real-time internal resistance of the rear-wheel drive battery every 0.1 seconds, and substitutes them into the regenerative power allocation formula to calculate the charging power of the front-wheel and rear-wheel regenerative systems.

[0083] The decision control unit generates control commands based on the calculation results. These commands include drive switching commands, power control commands, and charging control commands. Drive switching commands are digital signals sent to the power supply and drive system via the CAN bus, instructing the system to switch drive loops. Power control commands are PWM signals sent to the IGBT modules of the power supply and drive system via the control harness, instructing the modules to adjust drive power and regenerative braking power. Charging control commands are serial communication signals sent to the charging management chip, instructing the chip to adjust the charging current and voltage. The transmission delay of the control commands does not exceed 0.1 seconds to ensure the real-time control performance of the system.

[0084] The decision control unit also has fault handling capabilities. When the data acquisition unit detects abnormal parameters, such as battery temperature exceeding 60°C or loss of vehicle speed signal, it immediately generates a fault command and sends it to the power supply and drive system, cutting off the drive circuit or reducing power. Simultaneously, it issues a fault warning to the driver via the in-vehicle display screen. The decision control unit's software is written in C language and compiled and debugged using Infineon's AURIX Development Studio development environment to ensure program stability and reliability.

[0085] The technical effects achieved by this solution are: improving the accuracy of data acquisition and the real-time performance of decision control, avoiding mutual interference between data processing and command generation, and ensuring the accuracy of system control.

[0086] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments that can be applied to other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A method for energy cycle control of a new energy vehicle with dual independent drive systems, comprising a drive system, a battery, and a control system for the new energy vehicle, characterized in that, The drive system includes a front-wheel drive system and a rear-wheel drive system, the battery includes a dedicated battery for front-wheel drive and a dedicated battery for rear-wheel drive, the control system includes a vehicle main computer system, a power and drive system and a wheel speed sensing system, the front-wheel drive system is equipped with a front-wheel energy recovery system, and the rear-wheel drive system is equipped with a rear-wheel energy recovery system. S1: The vehicle's main computer system receives vehicle speed data and power data of the two types of dedicated drive batteries from the wheel speed sensing system. S2: Controls the alternating operation of the front-wheel drive system and the rear-wheel drive system through the power supply and drive system, and synchronously controls the corresponding energy recovery system to charge the dedicated drive battery on the non-drive side; S3: When the wheel speed sensing system detects tire slippage, the vehicle's main computer system controls the front-wheel drive system and the rear-wheel drive system to operate simultaneously through the power and drive system, and shuts down the front-wheel regenerative braking system and the rear-wheel regenerative braking system.

2. The energy cycle control method for dual independent drive new energy vehicles according to claim 1, characterized in that, The capacity ratio of the dedicated battery for front-wheel drive to the dedicated battery for rear-wheel drive is set according to the vehicle model. The capacity ratio is 1:1 for heavy-duty vehicles, 1:2 for large passenger vehicles, and 1:3 for small and medium-sized vehicles. When the new energy vehicle is driving in the city, the power supply and drive system only controls the operation of the rear-wheel drive system, while the front-wheel drive system remains off.

3. The energy cycle control method for new energy vehicles with dual independent drives according to claim 1, characterized in that, When the wheel speed sensing system detects that the vehicle speed exceeds 80 kilometers per hour for 3 consecutive minutes, or when the vehicle's owner computer system activates the high-speed cruise control function and detects that the rear-wheel drive battery charge is lower than the set value, the owner computer system switches the power and drive system to the front-wheel drive system and simultaneously activates the rear-wheel regeneration system to charge the rear-wheel drive battery.

4. The energy cycle control method for new energy vehicles with dual independent drives according to claim 3, characterized in that, When the vehicle's main computer system detects that the front-wheel drive battery's charge is below a set value, it switches the power and drive system to the rear-wheel drive system and simultaneously activates the front-wheel regeneration system to charge the front-wheel drive battery. When a new energy vehicle is connected to a charging station, the power and drive system prioritizes charging the rear-wheel drive battery. Once the rear-wheel drive battery is fully charged, it automatically switches to charging the front-wheel drive battery.

5. The energy cycle control method for a new energy vehicle with dual independent drive according to claim 1, characterized in that, The vehicle's main computer system determines the operating priority of the front-wheel drive system and the rear-wheel drive system using a drive priority coefficient calculation formula, which is: ； in, The priority coefficient is dimensionless and ranges from 0 to 3. The real-time vehicle speed detected by the wheel speed sensing system is measured in kilometers per hour (km / h). The maximum speed designed for new energy vehicles is measured in kilometers per hour (km / h). This represents the percentage of remaining charge in the rear-wheel drive battery, a dimensionless value ranging from 0 to 1. This represents the percentage of remaining charge in the front-wheel drive battery, a dimensionless value ranging from 0 to 1. The friction coefficient for real-time road conditions is dimensionless and ranges from 0.1 for icy and snowy roads to 0.9 for dry asphalt roads.

6. The energy cycle control method for a new energy vehicle with dual independent drive according to claim 5, characterized in that, The vehicle's main computer system corrects the power switching settings for the front-wheel drive battery and the rear-wheel drive battery using a dynamic adjustment formula for the switching threshold. The dynamic adjustment formula for the switching threshold is as follows: ； ； in, The threshold value for switching battery power for front-wheel drive is dimensionless and ranges from 0.05 to 0.

2. The initial charge switching threshold for the front-wheel drive dedicated battery is dimensionless and has a value of 0.

1. The threshold value for switching the battery charge level of the rear-wheel drive dedicated battery is dimensionless and ranges from 0.1 to 0.

3. The initial charge switching threshold for the rear-wheel drive dedicated battery is dimensionless and has a value of 0.

2. The cumulative number of battery cycles, dimensionless, with a value ranging from 0 to 2000; The maximum number of cycles designed for the battery is dimensionless and takes a value of 2000. The real-time operating temperature of the battery is measured in degrees Celsius (°C) and ranges from -20 to 60. This is the standard operating temperature of the battery, measured in degrees Celsius (°C), and has a value of 25. This is the driving priority coefficient, which is dimensionless and ranges from 0 to 3.

7. The energy cycle control method for a new energy vehicle with dual independent drive according to claim 6, characterized in that, The vehicle's main computer system allocates the charging power of the front-wheel and rear-wheel regenerative braking systems using a power allocation formula, which is: ； ； in, The charging power of the front wheel energy recovery system, in kilowatts (kW), with a value ranging from 0 to 50; The charging power of the rear wheel energy recovery system is expressed in kilowatts (kW) and ranges from 0 to 50. The basic power recovered by the power recovery system is measured in kilowatts (kW) and is set to 50. The priority coefficient is dimensionless and ranges from 0 to 3. The real-time operating temperature of the battery is measured in degrees Celsius (°C) and ranges from -20 to 60. This is the standard operating temperature of the battery, measured in degrees Celsius (°C), and has a value of 25. The real-time internal resistance of the front-wheel drive battery is measured in ohms (Ω) and ranges from 0.01 to 0.

1. The real-time internal resistance of the battery for rear-wheel drive is measured in ohms (Ω) and ranges from 0.01 to 0.

1.

8. The energy cycle control method for a new energy vehicle with dual independent drive as described in claim 1, characterized in that, The battery also includes a vehicle-specific battery, which serves as a buffer battery and is electrically connected to the power supply and drive system. The power supply and drive system control the vehicle-specific battery to provide power replenishment when the power difference between the two types of drive batteries exceeds a set threshold. During the charging process, the vehicle-specific battery is charged only after both types of drive batteries are fully charged. During the discharging process, the vehicle-specific battery prioritizes supplying power to the vehicle's electrical system.

9. A dual-independent drive energy cycle control system for new energy vehicles, applied to the dual-independent drive energy cycle control method for new energy vehicles as described in any one of claims 1-8, characterized in that, This system includes a dedicated battery for front-wheel drive, a dedicated battery for rear-wheel drive, a dedicated battery for the vehicle system, a vehicle owner's computer system, a power and drive system, a wheel speed sensing system, a front-wheel drive system, a rear-wheel drive system, a front-wheel regenerative braking system, and a rear-wheel regenerative braking system. The front-wheel drive system is electrically connected to the dedicated battery for front-wheel drive, and the rear-wheel drive system is electrically connected to the dedicated battery for rear-wheel drive. The dedicated batteries for the vehicle system, front-wheel drive, and rear-wheel drive are all electrically connected to the power and drive system. The front-wheel regenerative braking system is electrically connected to the dedicated battery for front-wheel drive and is used to charge it. The rear-wheel regenerative braking system is electrically connected to the dedicated battery for rear-wheel drive and is used to charge it. The wheel speed sensing system is signal-connected to the vehicle owner's computer system to transmit vehicle speed data and tire slippage signals. The vehicle owner's computer system is signal-connected to the power and drive system, which in turn is control-connected to the front-wheel drive system, rear-wheel drive system, front-wheel regenerative braking system, and rear-wheel regenerative braking system to control the start / stop and operating parameters of each system.

10. The dual independent drive energy cycle control system for new energy vehicles according to claim 9, characterized in that, The vehicle's main computer system is equipped with a data acquisition unit and a decision control unit. The data acquisition unit is used to collect the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the front-wheel drive dedicated battery, as well as the remaining charge percentage, real-time internal resistance, and real-time operating temperature of the rear-wheel drive dedicated battery. It also receives real-time vehicle speed, road friction coefficient, and tire slippage signals transmitted by the wheel speed sensing system. The decision control unit has built-in formulas for calculating drive priority coefficients, dynamically adjusting switching thresholds, and allocating regenerative power. It is used to calculate drive priority coefficients, charge switching thresholds, and regenerative power allocation ratios based on the information collected by the data acquisition unit, and to send control commands to the power supply and drive system.

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