A new energy vehicle and its energy management control method and system

Abstract

The present invention belongs to the field of energy management technology for new energy vehicles, and specifically relates to a new energy vehicle and its energy management control method and system. The method determines the driver's intention and the presence of a collision risk. If the vehicle is at risk of collision and the driver intends to accelerate, the actual drive torque output is controlled to be lower than the rated drive torque output. If the vehicle is not at risk of collision and the driver intends to accelerate, the actual drive torque output is controlled to be no higher than the rated drive torque output. If the vehicle is not at risk of collision and the driver intends to brake, the air brake torque output is controlled to be reduced. The method of the present invention combines information about the driver's intention and the presence of a collision risk to control the actual drive torque and air brake torque accordingly, thereby avoiding excess power, thereby reducing unnecessary driving or braking, and reducing energy consumption.

Description

Technical Field

[0001] The present invention belongs to the technical field of energy management of new energy vehicles, and specifically relates to a new energy vehicle and an energy management control method and system thereof. Background Art

[0002] Energy management control strategies are key technologies in the development of new energy vehicles. Their design aims to meet vehicle driving requirements, based on the performance characteristics of key components and vehicle driving conditions, by utilizing the energy-saving principles and technologies of new energy vehicles to fully leverage the design's energy-saving potential and optimize the overall vehicle's energy efficiency. Due to their multi-power source energy coupling system, new energy vehicles offer greater flexibility in meeting vehicle power requirements compared to traditional internal combustion engine vehicles. To rationally manage this multi-power source energy coupling system, energy management control strategies are implemented to distribute the power or torque of these multiple power sources and coordinate mechanical braking with electrical energy recovery. This improves system efficiency and energy conservation and emission reduction while ensuring vehicle dynamics, safety, and comfort. Energy management control strategies typically employ algorithms to achieve these goals.

[0003] Because energy management is carried out under the premise of meeting the vehicle's driving needs, and the vehicle's driving needs depend on the traffic information of the road section on which the vehicle is traveling, in order to further improve the efficiency of vehicle energy management optimization, the existing technology usually adopts a strategy for optimizing vehicle energy management based on obtaining more accurate traffic information. For example, Chinese invention patent publication number CN111619545A discloses a hybrid vehicle energy management method based on traffic information. This method solves the problem that the hybrid vehicle energy management strategy implemented based on a control algorithm that does not consider the actual road traffic conditions cannot achieve optimal energy management. Therefore, this method uses the traffic information obtained by the intelligent traffic system in the energy management of the hybrid vehicle to achieve excellent distribution of power among different power sources, thereby improving the vehicle's fuel economy and exhaust emission performance, and performing optimal control of the vehicle's energy management. Another example is the Chinese invention patent publication number CN112319461A, which discloses a hybrid vehicle energy management method based on multi-source information fusion. This method aims to address the problem that vehicle energy management is currently performed only based on long-term driving conditions constructed based on road traffic information at a certain moment, resulting in the designated vehicle energy management scheme being unreasonable. By obtaining regularly updated long-term driving conditions based on real-time updated multi-source traffic information, this method ensures that the constructed long-term driving conditions are consistent with the actual road conditions, and then optimal control of vehicle energy management is performed through this regularly updated long-term driving condition.

[0004] Existing energy management and control methods for new energy vehicles all start from optimizing the driving torque of the engine or motor based on operating condition information. Existing technologies have not yet considered how to coordinate driving torque and braking torque by integrating driving characteristic information, operating condition information, and vehicle load information under all operating conditions. As a result, there is excess power under all operating conditions. Summary of the Invention

[0005] The purpose of the present invention is to provide a new energy vehicle and its energy management control method and system, so as to solve the problem of excess power under all operating conditions, because the existing energy management strategy does not consider how to integrate driving characteristics and operating condition information under all operating conditions.

[0006] To solve the above technical problems, the present invention provides an energy management control method for new energy vehicles, comprising the following steps:

[0007] 1) Determine driving intention and whether there is a collision risk; the driving intention includes acceleration intention and braking intention;

[0008] 2) If there is a risk of collision with the vehicle and the driver intends to accelerate, the actual drive torque output is controlled to be lower than the rated drive torque output;

[0009] If there is no risk of collision and the driver intends to accelerate, the actual driving torque output is controlled not to exceed the rated driving torque output;

[0010] If there is no risk of collision of the vehicle and the driver's intention is to brake, the control reduces the output of the air brake torque.

[0011] The beneficial effects are as follows: the method of the present invention controls the actual driving torque and the air brake torque accordingly by combining the driver's intention and the information on whether there is a collision risk, so as to avoid the situation of excess power, thereby reducing unnecessary driving or braking, and reducing energy consumption. Because when the vehicle is at risk of collision, the acceleration driving process is unnecessary driving, so the present invention avoids the situation of excess power by reducing the actual driving torque in this situation; when the vehicle is not at risk of collision, the acceleration process may still be at risk of excess power, so the present invention reduces unnecessary driving in this situation by controlling the output of the actual driving torque to not exceed the output of the rated driving torque in this situation; because when the vehicle is not at risk of collision, the deceleration braking process is unnecessary braking, so the present invention reduces unnecessary braking by reducing the output of the actual air brake torque in this situation, thereby reducing energy consumption.

[0012] Furthermore, in step 1), it is also determined whether the vehicle is in an unloaded state through vehicle load information; in step 2), when the driving intention and the judgment results of whether there is a collision risk are the same, when the vehicle is in an unloaded state, the control change of the actual driving torque or the air brake torque is higher than the control change when the vehicle is in a non-unloaded state.

[0013] The present invention also combines vehicle load information to determine whether the vehicle is in an unloaded state to further refine the control strategy for energy management. Because when the driving intention and collision risk are the same, it is more necessary to avoid excess power when the vehicle is in an unloaded state than when the vehicle is in a non-unloaded state. Therefore, when the vehicle is in an unloaded state, the reduction ratio of the actual driving torque or air brake torque is controlled to be greater than the reduction ratio when the vehicle is in a non-unloaded state.

[0014] Furthermore, in step 1), the acceleration intention includes a sudden acceleration intention and a normal acceleration intention, and whether it is a sudden acceleration intention or a normal acceleration intention is determined based on the rate of change of the accelerator pedal opening; in step 2), when the judgment results of whether there is a collision risk and whether it is in an empty state are the same, the control change of the actual driving torque when the driving intention is a sudden acceleration intention is higher than the control change when the driving intention is a normal acceleration intention.

[0015] In the present invention, the acceleration intention is further subdivided, and a more refined energy management control strategy is formulated for the subdivided acceleration intention, thereby further reducing energy consumption. That is, the present invention determines whether the driving intention is a sudden acceleration intention or a normal acceleration intention based on the opening change rate of the accelerator pedal opening. For example, when the accelerator pedal opening continues to increase and the opening change rate is greater than the set first opening change rate, it is a sudden acceleration intention. When the accelerator pedal opening continues to increase and the opening change rate is less than the set first opening change rate, it is a normal acceleration intention. Because the sudden acceleration intention consumes more energy than the normal acceleration intention, when the judgment results of whether there is a collision risk and whether it is in an empty state are the same, when the driving intention is a sudden acceleration intention, the proportion of the actual driving torque output reduction is controlled to be greater than the proportion of the actual driving torque output reduction under the normal acceleration intention, thereby avoiding unnecessary driving in the sudden acceleration situation, thereby reducing energy consumption.

[0016] Furthermore, in step 1), the braking intention includes an emergency braking intention and a conventional braking intention, and whether it is an emergency braking intention or a conventional braking intention is determined based on the opening change rate of the brake pedal opening; in step 2), when there is no collision risk for the vehicle and the judgment results of whether it is in an unloaded state are the same, the control change of the actual air brake torque when the driving intention is an emergency braking intention is higher than the control change when the driving intention is a conventional braking intention.

[0017] In the present invention, the braking intention is further subdivided, and a more refined energy management control strategy is formulated for the subdivided braking intention, thereby further reducing energy consumption. That is, in the present invention, the driving intention is judged as an emergency braking intention or a regular braking intention based on the opening change rate of the brake pedal opening. For example, when the brake pedal opening continues to increase and the opening change rate is greater than the set second opening change rate, it is an emergency braking intention. When the brake pedal opening continues to increase and the opening change rate is less than the set second opening change rate, it is a regular braking intention. Because the emergency braking intention consumes more energy than the regular braking intention, when the vehicle has no collision risk and the no-load state is the same (that is, when the vehicle has no collision risk and the vehicle is in an no-load state, or when the vehicle has no collision risk and the vehicle is in a non-no-load state), the reduction ratio of the controlled air brake under the emergency braking intention is greater than the reduction ratio of the controlled air brake under the regular braking intention, thereby avoiding unnecessary braking in emergency braking conditions and reducing energy consumption.

[0018] Furthermore, the driving intention is determined based on the amount of change in the accelerator pedal opening and the brake pedal opening.

[0019] When the driver intends to accelerate, he will accelerate by stepping on the accelerator pedal, and when the driver intends to decelerate, he will decelerate by stepping on the brake pedal. Therefore, the change in the accelerator pedal opening and the change in the brake pedal opening can directly reflect the driver's driving intention. Therefore, the present invention judges the driving intention based on the change in the accelerator pedal opening and the brake pedal opening, so that the judgment result is accurate and reliable.

[0020] Furthermore, in step 1), the driving intention also includes a coasting intention; in step 2), if the driving intention is a coasting intention, the electric braking torque is controlled to increase.

[0021] In addition to being able to accelerate or decelerate the vehicle, the driver can also maintain the vehicle at a stable speed. Therefore, the present invention takes this situation into consideration and regards this situation as a coasting intention. That is, when the accelerator pedal opening and the brake pedal opening do not change, the driving intention is a coasting intention and a corresponding energy management control strategy is specified based on this situation. That is, the energy management strategy is further subdivided to reduce unnecessary driving or braking, thereby reducing energy consumption.

[0022] Furthermore, in step 2), when the driving intention is to glide and there is a risk of collision, the control change of the electric braking torque when the vehicle is in an unloaded state is higher than the control change when the vehicle is in a non-unloaded state; when the driving intention is to glide and there is no risk of collision, the control change of the electric braking torque when the vehicle is in an unloaded state is lower than the control change when the vehicle is in a non-unloaded state.

[0023] Since only electric brake torque is output under the coasting intention, energy management is controlled solely by controlling the electric brake torque output under the coasting intention. When a collision occurs, the driver typically applies braking measures, which begin with electric brake torque output. Air brake torque output occurs only after the electric brake torque is withdrawn. Therefore, to reduce energy consumption caused by subsequent braking measures, the electric brake drive torque output begins to increase under the coasting intention. The no-load state requires electric brake torque output more than the non-no-load state to avoid greater energy consumption during subsequent emergency braking in the event of a collision. Therefore, when a collision occurs, the increase in the electric brake drive torque output under the no-load state is controlled at a higher rate than under the non-no-load state, thereby reducing energy consumption caused by subsequent braking measures.

[0024] Furthermore, the collision warning time is calculated based on the relative distance and relative speed between the preceding vehicle and the own vehicle, and whether there is a collision risk is determined based on the collision warning time.

[0025] Furthermore, the load information includes the dynamic load of the vehicle and the unloaded mass of the vehicle; the dynamic load variation coefficient is obtained by subtracting the unloaded mass of the vehicle from the dynamic load of the vehicle and then dividing the difference by the unloaded mass of the vehicle, and whether the vehicle is in an unloaded state is determined based on the dynamic load variation coefficient.

[0026] Furthermore, the vehicle dynamic load The calculation formula is:

[0027]

[0028] Among them, T t is the driving torque, i0 is the main reducer ratio, r is the wheel radius, g is the acceleration of gravity, f is the rolling resistance coefficient, δ represents the vehicle rotation mass conversion coefficient, u is the vehicle speed, and t is time.

[0029] In order to solve the above technical problems, the present invention also provides an energy management and control system for new energy vehicles, including a control device, the control device including a memory and a processor, the processor is used to execute instructions to implement the energy management control method for new energy vehicles introduced above, and achieve the same beneficial effects as this method.

[0030] To solve the above technical problems, the present invention also provides a new energy vehicle, including a memory and a processor, which is used to execute instructions to implement the energy management control method of the new energy vehicle introduced above, and achieve the same beneficial effects as the method. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 Schematic diagram of the energy management control system of the present invention. DETAILED DESCRIPTION

[0032] In order to make the objectives, technical solutions and advantages of the present invention more clear, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

[0033] Energy management control method embodiment of new energy vehicles:

[0034] In this embodiment, the actual driving torque and braking torque are controlled accordingly by combining the driver's intention, information on the presence or absence of collision risk, and vehicle load information to avoid excess power, thereby reducing unnecessary driving or braking and lowering energy consumption.

[0035] Specifically, if Figure 1 As shown, in this embodiment, the driving intention, collision risk and dynamic load are judged separately, wherein the driving intention judgment results include sudden acceleration intention, normal acceleration intention, coasting intention, sudden braking intention and normal braking intention; the collision risk judgment results include collision risk and no collision risk; the dynamic load judgment results include no-load state and non-no-load state; then, according to the judgment results, corresponding control is performed according to the energy management control strategy set according to the corresponding results. The control strategy in this embodiment mainly includes reducing the driving torque, increasing the electric braking torque and reducing the air braking torque.

[0036] In this embodiment, the process of judging driving intention, collision risk, and dynamic load is as follows:

[0037] 1) Driving intention recognition and judgment:

[0038] Based on the changes in accelerator pedal opening, brake pedal opening, gear status, and steering angle of the steering system, the driver's intention is identified to determine whether the driver intends to accelerate suddenly, brake suddenly, coast, accelerate normally, or brake normally:

[0039] When the accelerator pedal opening continues to increase and the accelerator pedal opening change rate A≥A0, the brake pedal opening does not change, the gear is in the forward gear, and the steering angle does not change, it is determined that the driver intends to accelerate suddenly;

[0040] When the accelerator pedal opening does not change, the brake pedal opening continues to increase, and the brake pedal opening change rate B ≥ B0, the gear is in the forward gear, and the steering angle does not change, it is determined that the driver intends to brake suddenly;

[0041] When the accelerator pedal opening continues to increase and the accelerator pedal opening change rate A<A0, the brake pedal opening does not change, the gear is in the forward gear, and the steering angle does not change, it is determined that the driver has a normal acceleration intention;

[0042] When the accelerator pedal opening does not change, the brake pedal opening continues to increase, and the brake pedal opening change rate B is less than B0, the gear is in the forward gear, and the steering angle does not change, it is judged that the driver has a normal braking intention;

[0043] When the accelerator pedal opening does not change, the brake pedal opening does not change, the gear is in the forward gear, and the steering angle does not change, it is determined that the driver intends to coast;

[0044] Among them, A represents the accelerator pedal opening rate of change (symbol definition), A0 represents the accelerator pedal opening rate of change threshold (this value is a preset fixed value, which can be adjusted according to actual conditions or corresponding needs, for example, it can be formulated according to the vehicle model or actual usage scenario), B represents the brake pedal opening rate of change (symbol definition), B0 represents the brake pedal opening rate of change threshold (this value is a preset fixed value, which can be adjusted according to actual conditions or corresponding needs, for example, it can be formulated according to the vehicle model or actual usage scenario).

[0045] 2) Vehicle status judgment based on visual perception:

[0046] Based on the relative speed Δv and relative distance Δd between the vehicle and the obstacle ahead, the forward-facing camera is used to determine whether there is a collision risk between the vehicle and the obstacle ahead:

[0047] Calculate the collision warning time TTC = Δd / Δv;

[0048] when When the system determines that there is a collision risk;

[0049] when When the system determines that there is no collision risk;

[0050] in Indicates the collision warning time threshold, which is set differently for different vehicle models.

[0051] 3) Vehicle status judgment based on dynamic load estimation:

[0052] The dynamic load of the vehicle can be estimated using the following formula:

[0053]

[0054] in, Represents the dynamic load of the vehicle, T t represents the driving torque, i0 is the main reducer speed ratio, r represents the wheel radius, and g is the acceleration due to gravity (in this embodiment, g = 9.8 m / s 2 ), f represents the rolling resistance coefficient, δ represents the vehicle rotation mass conversion coefficient, d represents the derivative, u represents the vehicle speed, and t represents time.

[0055] Determine whether the vehicle is in an empty or non-empty state:

[0056]

[0057] Where ε represents the dynamic load variation coefficient, and m is the vehicle's unladen mass. When ε ≤ 5%, the vehicle is unladen; when ε > 5%, the vehicle is not unladen.

[0058] Based on the judgment process obtained above in this embodiment, a corresponding judgment result is obtained, and a corresponding energy management control strategy is implemented based on this result. Since this embodiment is a comprehensive vehicle energy management control that integrates driving intention, visual perception, and dynamic load estimation, there are the following 20 judgment results. In this embodiment, a corresponding energy management control strategy is implemented based on each result:

[0059] 1) If and only if ε≤5%, the driver intends to accelerate suddenly, and the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 50% of the rated driving torque);

[0060] 2) If and only if ε≤5%, the driver has a normal acceleration intention, at which point the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 70% of the rated driving torque);

[0061] 3) If and only if ε≤5%, the driver intends to brake suddenly, and the system does not work at this time;

[0062] 4) If and only if ε≤5%, the driver has a normal braking intention and the system does not work;

[0063] 5) If and only if ε≤5%, the driver intends to coast, and the system increases the electric braking torque (for example, the actual electric braking torque output is 130% of the rated electric braking torque);

[0064] 6) If and only if ε>5%, the driver intends to accelerate suddenly, and the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 70% of the rated driving torque);

[0065] 7) If and only if ε>5%, the driver has a normal acceleration intention, at this time the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 90% of the rated driving torque);

[0066] 8) If and only if ε>5%, the driver intends to brake suddenly, and the system does not work at this time;

[0067] 9) If and only if ε>5%, the driver has a normal braking intention and the system does not work;

[0068] 10) If and only if ε>5%, the driver intends to coast, and the system increases the electric braking torque (for example, the actual electric braking torque output is 110% of the rated electric braking torque);

[0069] 11) If and only if ε≤5%, the driver intends to accelerate suddenly, and the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 70% of the rated driving torque);

[0070] 12) If and only if ε≤5%, the driver has a normal acceleration intention, at which point the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 90% of the rated driving torque);

[0071] 13) If and only if ε≤5%, the driver has an emergency braking intention. At this time, the system increases the electric brake torque and reduces the air brake torque (for example, the actual electric brake torque output is 130% of the rated electric brake torque, and the actual air brake torque output is 70% of the rated air brake torque);

[0072] 14) If and only if ε≤5%, the driver has a normal braking intention. At this time, the system increases the electric brake torque and reduces the air brake torque (for example, the actual electric brake torque output is 150% of the rated electric brake torque, and the actual air brake torque output is 50% of the rated air brake torque);

[0073] 15) If and only if ε≤5%, the driver intends to coast, and the system increases the electric braking torque (for example, the actual electric braking torque output is 110% of the rated electric braking torque);

[0074] 16) If and only if ε>5%, the driver intends to accelerate suddenly, and the system reduces the output of the driving torque (for example, limiting the actual driving torque output to 90% of the rated driving torque);

[0075] 17) If and only if ε>5%, the driver has a normal acceleration intention and the system does not work;

[0076] 18) If and only if ε>5%, the driver has an emergency braking intention. At this time, the system increases the electric brake torque and reduces the air brake torque (for example, the actual electric brake torque output is 110% of the rated electric brake torque, and the actual air brake torque output is 90% of the rated air brake torque);

[0077] 19) If and only if ε>5%, the driver has a normal braking intention. At this time, the system increases the electric brake torque and reduces the air brake torque (for example, the actual electric brake torque output is 130% of the rated electric brake torque, and the actual air brake torque output is 70% of the rated air brake torque);

[0078] 20) If and only if ε>5%, the driver has the intention to coast, and the system increases the electric braking torque (for example, the actual electric braking torque output is 130% of the rated electric braking torque).

[0079] In both normal braking intention and emergency braking intention, electric braking torque is output first, and air braking torque is output only after the electric braking torque is withdrawn; in coasting intention, only electric braking torque is output.

[0080] The six judgment results for situations 1) and 6), 2) and 7), 11) and 16), 12) and 17), 13) and 18), and 14) and 19) all involve identical driving intent and collision risk determinations. Comparing the control strategies for these six situations reveals that, when the driving intent and collision risk determinations are identical, the control variation of the actual drive torque or air brake torque when the vehicle is unloaded is higher than when the vehicle is loaded. For example, in situations 1) and 6), the actual drive torque output is limited to 50% of the rated drive torque in situation 1, and to 70% of the rated drive torque in situation 6. This means that the control variation in situation 1) is 50%, while the control variation in situation 6) is 30%, with 50% > 30%.

[0081] From the judgment results, the four groups of situations 1) and 2), 6) and 7), 11) and 12), and 16) and 17) are all situations where the judgment results of whether there is a collision risk and whether it is in an unloaded state are the same. Based on the comparison of the control strategies of these four groups of situations, it can be obtained that when the judgment results of whether there is a collision risk and whether it is in an unloaded state are the same, when the driving intention is a sudden acceleration intention, the control change of the actual driving torque is higher than the control change when the driving intention is a normal acceleration intention.

[0082] The two groups of situations 13) and 14) and 18) and 19) in the judgment results are both situations where the judgment results of whether the vehicle has no collision risk and is in an unloaded state are the same. Based on the comparison of the control strategies of these two groups of situations, it can be obtained that when the judgment results of whether the vehicle has no collision risk and is in an unloaded state are the same, the control change of the actual air brake torque when the driving intention is an emergency braking intention is higher than the control change when the driving intention is a normal braking intention.

[0083] From the judgment results of 5) and 10), it can be seen that the driving intention is to glide and there is a risk of collision. Based on the comparison of the control strategies in this case, it can be concluded that when the driving intention is to glide and there is a risk of collision, the control change of the electric braking torque when the vehicle is in an unloaded state is higher than the control change when the vehicle is in a non-unloaded state.

[0084] From the judgment results of 15) and 20), it can be seen that the driving intention is to glide and there is no collision risk. Based on the comparison of the control strategies in this case, it can be obtained that when the driving intention is to glide and there is no collision risk, the control change of the electric braking torque when the vehicle is in an unloaded state is lower than the control change when the vehicle is in a non-unloaded state.

[0085] The method of this embodiment combines the driver's intention and information about the presence or absence of collision risk to control the actual driving torque and air brake torque accordingly, thereby avoiding excess power and reducing unnecessary driving or braking to reduce energy consumption. Because acceleration driving is unnecessary when the vehicle is at risk of collision, this embodiment reduces excess power in this situation by reducing the actual driving torque. However, when the vehicle is not at risk of collision, excess power may still exist during acceleration. Therefore, this embodiment reduces unnecessary driving in this situation by adopting a control strategy that controls the output of the actual driving torque to no greater than the output of the rated driving torque. Because deceleration braking is unnecessary when the vehicle is not at risk of collision, this embodiment reduces unnecessary braking in this situation by reducing the actual air brake torque output, thereby reducing energy consumption. In addition, this embodiment also combines vehicle load information to determine whether the vehicle is in an unloaded state to further refine the control strategy for energy management. Because when the driving intention and collision risk are the same, it is more necessary to avoid excess power when the vehicle is in an unloaded state than when the vehicle is in a non-unloaded state. Therefore, when the vehicle is in an unloaded state, the reduction ratio of the actual driving torque or air brake torque is controlled to be greater than the reduction ratio when the vehicle is in a non-unloaded state.

[0086] Energy management control system embodiment of new energy vehicles:

[0087] The system in this embodiment includes sensors for obtaining the accelerator pedal opening and the brake pedal opening, a visual perception system for sensing forward obstacle information, a system for obtaining vehicle component status information, and a control system. The control system includes a memory and a processor. The processor is used to execute instructions to implement the process of the energy control method for new energy vehicles. The specific process of the energy control method for new energy vehicles is described in detail in the embodiment of the energy control method for new energy vehicles and will not be repeated here.

[0088] New energy vehicle implementation example:

[0089] The vehicle in this embodiment includes a vehicle body and an energy management and control system arranged on the vehicle, the system including sensors for obtaining accelerator pedal opening and brake pedal opening, a visual perception system for sensing forward obstacle information, a system for obtaining vehicle component status information, and a control system, the control system including a memory and a processor, the processor being used to execute instructions to implement the process of the energy control method of the new energy vehicle, and the specific process of the energy control method of the new energy vehicle is described in detail in the embodiment of the energy control method of the new energy vehicle and will not be repeated here.

[0090] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. The scope of patent protection of the present invention shall be based on the claims. Any equivalent structural changes made using the description and drawings of the present invention shall be included in the scope of protection of the present invention.

Claims

1. An energy management control method for new energy vehicles, characterized in that: The steps include: 1) Determine driving intention and whether there is a collision risk; the driving intention includes acceleration intention and braking intention; 2) If there is a risk of collision with the vehicle and the driver intends to accelerate, the actual drive torque output is controlled to be lower than the rated drive torque output; If there is no risk of collision and the driver intends to accelerate, the actual driving torque output is controlled not to exceed the rated driving torque output; If there is no risk of collision for the vehicle and the driver intends to brake, the output of the air brake torque is controlled to be reduced; In step 1), it is also determined whether the vehicle is in an unloaded state based on the vehicle load information; in step 2), when the driving intention and the judgment results of whether there is a collision risk are the same, when the vehicle is in an unloaded state, the control change of the actual driving torque or the air brake torque is higher than the control change when the vehicle is in a non-unloaded state, that is, the reduction ratio of the actual driving torque or the air brake torque when the vehicle is in an unloaded state is greater than the reduction ratio when the vehicle is in a non-unloaded state.

2. The energy management control method for new energy vehicles according to claim 1, characterized in that: In step 1), the acceleration intention includes a sudden acceleration intention and a normal acceleration intention, and whether it is a sudden acceleration intention or a normal acceleration intention is determined based on the opening change rate of the accelerator pedal opening; In step 2), when the judgment results of whether there is a collision risk and whether it is in an unloaded state are the same, the control change of the actual driving torque when the driving intention is a sudden acceleration intention is higher than the control change when the driving intention is a normal acceleration intention.

3. The energy management control method for new energy vehicles according to claim 1, characterized in that: In step 1), the braking intention includes an emergency braking intention and a regular braking intention, and whether it is an emergency braking intention or a regular braking intention is determined based on the opening change rate of the brake pedal opening; in step 2), when there is no collision risk and the judgment results of whether the vehicle is in an unloaded state are the same, the control change of the actual air brake torque when the driving intention is an emergency braking intention is higher than the control change when the driving intention is a regular braking intention.

4. The energy management control method for new energy vehicles according to claim 1, characterized in that: The driving intention is determined based on the changes in the accelerator pedal opening and the brake pedal opening.

5. The energy management control method for new energy vehicles according to claim 4, characterized in that: In step 1), the driving intention also includes a coasting intention; in step 2), if the driving intention is a coasting intention, the electric braking torque is controlled to increase.

6. The energy management control method for new energy vehicles according to claim 5, characterized in that: In step 2), when the driving intention is a coasting intention and there is a risk of collision, the control change amount of the electric brake torque when the vehicle is in an unloaded state is greater than the control change amount when the vehicle is not unloaded; When the driving intention is to glide and there is no collision risk, the control change of the electric brake torque when the vehicle is in an unloaded state is lower than the control change when the vehicle is in a non-unloaded state.

7. The energy management control method for new energy vehicles according to claim 1, characterized in that: The collision warning time is calculated based on the relative distance and relative speed between the preceding vehicle and the vehicle itself, and the risk of collision is determined based on the collision warning time.

8. The energy management control method for new energy vehicles according to claim 1, characterized in that: The vehicle load information includes the dynamic load of the vehicle and the unloaded mass of the vehicle; the dynamic load variation coefficient is obtained by subtracting the unloaded mass of the vehicle from the dynamic load of the vehicle and dividing the difference by the unloaded mass of the vehicle, and whether the vehicle is in an unloaded state is determined based on the dynamic load variation coefficient.

9. The energy management control method for new energy vehicles according to claim 8, characterized in that: The dynamic load of the vehicle The calculation formula is: Among them, T t is the driving torque, i0 is the main reducer ratio, r is the wheel radius, g is the acceleration of gravity, f is the rolling resistance coefficient, δ represents the vehicle rotation mass conversion coefficient, u is the vehicle speed, and t is time.

10. An energy management and control system for new energy vehicles, characterized in that: The method comprises a control device, wherein the control device comprises a memory and a processor, and the processor is used to execute instructions to implement the energy management control method for a new energy vehicle according to any one of claims 1 to 9.

11. A new energy vehicle, characterized in that: It comprises a memory and a processor, and the processor is used to execute instructions to implement the energy management control method of the new energy vehicle as described in any one of claims 1 to 9.

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