New energy vehicle self-adaptive sliding energy feedback control system and method and vehicle

Abstract

The invention provides a new energy automobile self-adaptive sliding energy feedback control system and method and an automobile, and belongs to the technical field of new energy automobiles, and the system is characterized in that an energy feedback controller collects the distance of a front automobile through a radar, collects the working state of an ABS and the road gradient through an ESP module, collects an opening signal of an accelerator pedal, and sends the opening signal to a controller; a brake signal of a brake pedal is collected, and the SOC of a power battery is collected; the energy feedback controller is configured to judge whether to enter a sliding feedback mode or not on the basis of the collected information, and after the energy feedback controller enters the sliding feedback mode, the self-adaptive optimal sliding feedback torque is calculated according to the front vehicle distance, the road slope, the power battery SOC, the driving motor torque and the real-time vehicle speed of the whole vehicle; the driving motor is used for executing feedback action according to the optimal sliding feedback torque and transmitting the recycled energy to the power battery. The feedback torque is dynamically adjusted, the energy recovery is maximized, the endurance mileage is improved, and the driving experience is optimized.

Description

Technical Field

[0001] This application belongs to the field of new energy vehicle technology, specifically relating to an adaptive coasting energy feedback control system, method, and vehicle for new energy vehicles. Background Technology

[0002] New energy vehicles, as a key technology for addressing the energy crisis and environmental pollution, have developed rapidly. However, the range of pure electric vehicles remains a core technological bottleneck restricting their widespread adoption. Therefore, energy recovery—the conversion of kinetic energy into electrical energy stored in the battery during non-driving conditions—is a crucial technological means to extend driving range.

[0003] Currently, energy recovery systems are mainly divided into two categories: brake energy recovery and coasting energy recovery. Brake energy recovery is relatively mature, and its feedback torque is usually related to the driver's braking intention, achieving energy recovery to a certain extent. However, for coasting energy recovery, which occurs when the driver releases the accelerator pedal but does not press the brake pedal, existing solutions are rather crude. The common practice in the industry is to set the coasting feedback torque to a fixed value or provide a limited number of fixed levels for the driver to manually select. This approach has the following problems: First, it cannot adapt to complex driving scenarios. Insufficient feedback torque results in low energy recovery efficiency, failing to effectively improve range; excessive torque leads to short coasting distances, strong drag, and deteriorated ride comfort. It may even cause multiple energy conversions due to subsequent charging, thus reducing net energy savings. Second, it is severely out of sync with real-time road and vehicle conditions. The existing solution fails to comprehensively consider key parameters such as actual vehicle load, road gradient, and distance to the vehicle ahead, resulting in a lack of intelligence in feedback control. This fails to maximize energy recovery efficiency and also makes it difficult to ensure safety and smoothness during coasting.

[0004] Therefore, existing technologies cannot maximize the use of gliding energy while ensuring a comfortable driving experience, and there is an urgent need for a system and method that can adaptively adjust the feedback torque. Summary of the Invention

[0005] In a first aspect, embodiments of this application provide an adaptive coasting energy feedback control system for a new energy vehicle, including an energy feedback controller, radar, ESP module, accelerator pedal, brake pedal, power battery, and drive motor; The energy feedback controller is connected to the radar, ESP module, accelerator pedal, brake pedal, power battery and drive motor; The energy feedback controller collects the distance to the vehicle in front via radar, the ABS working status and road slope via the ESP module, the accelerator pedal opening signal, the brake pedal braking signal, and the SOC information of the power battery. The energy feedback controller is configured as follows: Based on the collected information, it determines whether to enter the coasting feedback mode. After entering the coasting feedback mode, it calculates the optimal adaptive coasting feedback torque based on the distance to the vehicle in front, the road slope, the SOC information of the power battery, the torque of the drive motor, and the real-time speed of the vehicle. The drive motor is also connected to the power battery to perform regenerative actions based on the optimal coasting feedback torque and transfer the recovered energy to the power battery.

[0006] Furthermore, the energy feedback controller is connected to the battery management system (BMS) of the power battery to obtain the SOC information of the power battery from the BMS. The energy feedback controller is connected to the ESP controller of the ESP module to obtain the ABS operating status and road gradient from the ESP controller.

[0007] Secondly, embodiments of this application also provide an adaptive coasting energy feedback control method for new energy vehicles, comprising the following steps: S1. After the vehicle starts, basic information is collected in real time, including accelerator pedal signal, brake pedal signal, power battery SOC, drive motor torque and ABS working status. S2. Determine whether the conditions for entering the gliding feedback mode are met based on the aforementioned basic information; S3. When entering coasting feedback mode, collect road information, including road gradient and distance between the vehicle and the vehicle in front; S4. Calculate the optimal coasting feedback torque based on the road information, distance to the vehicle ahead, SOC information of the power battery, torque of the drive motor, and real-time vehicle speed; S5. Perform gliding energy feedback based on the optimal gliding feedback torque; S6. Determine whether the conditions for exiting the gliding feedback mode are met, and if not, repeat steps S3 to S5.

[0008] Furthermore, the specific steps of step S1 are as follows: S11. Acquire the accelerator pedal opening signal through a travel sensor integrated on the accelerator pedal; S12. Obtain the brake pedal signal through a switch integrated on the brake pedal; S13. Obtain the SOC of the power battery through the battery management system (BMS); S14. Obtain the ABS operating status through the ESP controller of the ESP module; S15. Obtain the drive motor torque through the drive motor controller.

[0009] Furthermore, the conditions for entering the gliding feedback mode in step S2 are as follows: The accelerator pedal opening is 0, the brake pedal signal is 0, the power battery SOC is not higher than the SOC threshold, and the ABS is not working; The condition for exiting the glide feedback mode in step S6 is: Meet any one of the following conditions: Accelerator pedal opening is greater than 0, brake pedal signal is 1, power battery SOC is higher than SOC threshold, and ABS is in operation.

[0010] Furthermore, the specific steps of step S3 are as follows: S31. Obtain road gradient information and real-time vehicle speed through the ESP controller of the ESP module; S32. Obtain the real-time distance between this vehicle and the vehicle in front using radar.

[0011] Furthermore, the specific steps of step S4 are as follows: S41. Determine whether the SOC of the power battery is higher than the preset SOC threshold; If not, proceed to step S42; If so, set the optimal gliding feedback torque to zero; S42. Calculate the actual load on the vehicle under constant speed and acceleration conditions respectively. ; Specifically, under constant speed conditions:

[0012] Under acceleration conditions:

[0013] in, For the torque of the drive motor, For the gearbox speed ratio, For the rear axle speed ratio, For transmission system efficiency. The tire's rolling radius, The rolling resistance coefficient, For road slope, The air drag coefficient, For windward area, For vehicle speed, Current vehicle speed Let t be the initial vehicle speed and t be the time. S43. Based on the distance s from the vehicle in front and the maximum coasting feedback torque Calculate the theoretically optimal gliding feedback torque : like ,but ; like ,but ; in, To achieve the shortest gliding distance, , For maximum deceleration, ; S44. Theoretically optimal coasting feedback torque based on the SOC of the power battery. Make adjustments to obtain the optimal gliding feedback torque. :

[0014] In the formula, The SOC correction factor has the following rules for its value: when hour, = 1.0; when hour, ; when , = 0; in, For a safe SOC threshold, This is the maximum permissible feedback SOC threshold.

[0015] Furthermore, the maximum coasting feedback torque in step S43 This is obtained by querying the pre-calibrated vehicle speed-feedback torque table.

[0016] Furthermore, the specific steps of step S5 are as follows: S51. Send the optimal coasting feedback torque to the motor controller; S52. The motor controller controls the drive motor to perform power generation operation with the optimal coasting feedback torque to perform energy feedback.

[0017] Thirdly, embodiments of this application also provide a vehicle, including a new energy vehicle adaptive coasting energy feedback control system as described in any of the first aspects.

[0018] As can be seen from the above technical solutions, this application has the following advantages: The adaptive coasting energy feedback control system, method, and vehicle for new energy vehicles provided in this application collect vehicle and environmental information in real time through sensors such as radar and ESP modules, dynamically calculate and adjust coasting feedback torque to maximize energy recovery and improve vehicle range; at the same time, it optimizes ride comfort, enhances the safety and smoothness of the coasting process, and realizes intelligent and adaptive energy feedback, which is suitable for complex driving scenarios. Attached Figure Description

[0019] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the adaptive coasting energy feedback control system for new energy vehicles of the present invention.

[0021] Figure 2 This is a flowchart illustrating the adaptive coasting energy feedback control method for new energy vehicles according to the present invention. Detailed Implementation

[0022] The various embodiments of this disclosure will be described more fully in the following detailed description of the adaptive coasting energy feedback control system for new energy vehicles. This disclosure may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of this disclosure to the specific embodiments disclosed herein, but rather this disclosure should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of this disclosure.

[0023] For example, new energy vehicles are a key technology for addressing the energy crisis and environmental pollution, and their development is rapid. However, the driving range of pure electric vehicles remains a core bottleneck restricting their widespread adoption. Energy recovery technology, which converts kinetic energy into electrical energy and stores it in the battery when the vehicle is not in motion, is crucial for extending the driving range.

[0024] Currently, energy recovery systems are mainly divided into two categories: brake energy recovery and coasting energy recovery. Brake energy recovery technology is relatively mature, and its feedback torque is related to the driver's braking intention, achieving energy recovery to a certain extent. However, for coasting energy recovery, which occurs when the driver releases the accelerator and does not press the brake pedal, existing solutions are rather crude. The industry typically sets the coasting feedback torque to a fixed value or provides a limited number of fixed levels for the driver to manually select, which presents several problems.

[0025] First, this fixed mode cannot adapt to complex driving scenarios. If the feedback torque is too low, the energy recovery efficiency is low, and the driving range cannot be effectively improved; if the torque is too high, it will result in a short coasting distance, a noticeable drag, and reduced driving comfort. It may even cause multiple energy conversions due to subsequent charging, which will reduce the net energy saving effect. Second, the existing solution is seriously out of touch with real-time road and vehicle conditions. It fails to comprehensively consider key parameters such as the actual vehicle load, road gradient, and distance to the vehicle in front, resulting in a lack of intelligence in feedback control. It cannot maximize energy recovery efficiency, nor can it ensure safety and smoothness during coasting.

[0026] Therefore, existing technologies cannot maximize the use of gliding energy while ensuring a comfortable driving experience, and there is an urgent need for a system and method that can adaptively adjust the feedback torque.

[0027] To address the aforementioned issues, this embodiment provides an adaptive coasting energy recovery control system for new energy vehicles, which dynamically adjusts the feedback torque to maximize energy recovery, improve driving range, and optimize the driving experience.

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] Please see Figure 1 The diagram shown is a schematic of an adaptive coasting energy feedback control system for a new energy vehicle in a specific embodiment. The system includes an energy feedback controller, radar, ESP module, accelerator pedal, brake pedal, power battery and drive motor. The energy feedback controller is connected to the radar, ESP module, accelerator pedal, brake pedal, power battery and drive motor; The energy feedback controller collects the distance to the vehicle in front via radar, the ABS working status and road slope via the ESP module, the accelerator pedal opening signal, the brake pedal braking signal, and the SOC information of the power battery. The energy feedback controller is configured as follows: Based on the collected information, it determines whether to enter the coasting feedback mode. After entering the coasting feedback mode, it calculates the optimal adaptive coasting feedback torque based on the distance to the vehicle in front, the road slope, the SOC information of the power battery, the torque of the drive motor, and the real-time speed of the vehicle. The drive motor is also connected to the power battery to perform regenerative actions based on the optimal coasting feedback torque and transfer the recovered energy to the power battery.

[0030] This embodiment uses intelligent sensing and dynamic calculation to precisely adjust the coasting feedback torque, improve energy recovery efficiency, optimize ride comfort, enhance coasting safety, and extend the vehicle's driving range.

[0031] Furthermore, as a refinement and extension of the specific implementation of the above embodiments, in order to fully illustrate the specific implementation process in this embodiment, another new energy vehicle adaptive coasting energy feedback control system is provided. The system includes an energy feedback controller, radar, ESP module, accelerator pedal, brake pedal, power battery and drive motor. The energy feedback controller is connected to the radar, ESP module, accelerator pedal, brake pedal, power battery and drive motor; The energy feedback controller collects the distance to the vehicle in front via radar, the ABS working status and road slope via the ESP module, the accelerator pedal opening signal, the brake pedal braking signal, and the SOC information of the power battery. The energy feedback controller is configured as follows: Based on the collected information, it determines whether to enter the coasting feedback mode. After entering the coasting feedback mode, it calculates the optimal adaptive coasting feedback torque based on the distance to the vehicle in front, the road slope, the SOC information of the power battery, the torque of the drive motor, and the real-time speed of the vehicle. The drive motor is also connected to the power battery to perform regenerative actions based on the optimal coasting feedback torque and transfer the recovered energy to the power battery; The energy feedback controller is connected to the battery management system (BMS) of the power battery and obtains the SOC information of the power battery from the BMS. The energy feedback controller is connected to the ESP controller of the ESP module to obtain the ABS operating status and road gradient from the ESP controller; For example, the hardware components of the adaptive coasting energy feedback control system for new energy vehicles are deployed and work together in the following manner: The energy feedback controller uses a high-performance microprocessor, integrating a basic information collection module, a road information collection module, and a computing module. It establishes real-time communication with the radar, ESP module, accelerator pedal, brake pedal, BMS system of the power battery, and motor controller of the drive motor via a CAN bus. The data transmission rate is no less than 500kbps, ensuring the real-time nature of information collection and command issuance. The radar uses millimeter-wave radar, which is installed in the middle of the front bumper of the vehicle. The detection range is 0.5m-150m, the detection accuracy is ±0.1m, and it collects the distance data between the vehicle and the vehicle or obstacle in front in real time. The sampling frequency is 10Hz. The ESP module integrates ABS functionality and an inertial navigation system. It is powered by the vehicle's power supply and outputs the ABS working status (high level indicates working, low level indicates not working) and road slope data in real time (accuracy ±0.1°). The slope detection range is -20° to +20° (negative values ​​indicate downhill, positive values ​​indicate uphill). The accelerator pedal integrates a high-precision stroke sensor with a range of 0-100mm, corresponding to throttle opening of 0%-100%, and a resolution of 0.1mm. It outputs a real-time analog signal of throttle opening, which is then transmitted to the energy feedback controller after AD conversion. The brake pedal is equipped with a mechanical contact switch, which outputs a low level (signal 0) when not pressed and a high level (signal 1) when pressed, with a response time of ≤10ms, ensuring rapid feedback of the braking signal; The power battery uses a ternary lithium battery pack with a capacity of 80kWh. The BMS system monitors the battery SOC (State of Charge) in real time with a measurement accuracy of ±1%, and uploads the SOC data and battery operating status (normal / abnormal) to the energy feedback controller in real time. The drive motor is a permanent magnet synchronous drive motor with a rated power of 150kW and a peak torque of 350N. m, the motor controller receives the feedback torque command issued by the energy feedback controller, controls the motor to switch to the power generation mode, and transmits the recovered electrical energy to the power battery through the charger, with an energy conversion efficiency of not less than 85%.

[0032] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0033] like Figure 2 As shown, the following are embodiments of the adaptive coasting energy feedback control method for new energy vehicles provided in this disclosure. This method and the adaptive coasting energy feedback control system for new energy vehicles in the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the adaptive coasting energy feedback control method for new energy vehicles, please refer to the embodiments of the adaptive coasting energy feedback control system for new energy vehicles described above.

[0034] The method includes the following steps: S1. After the vehicle starts, basic information is collected in real time, including accelerator pedal signal, brake pedal signal, power battery SOC, drive motor torque and ABS working status. It should be noted that by collecting various basic information, data support is provided for subsequent judgment and control, ensuring that energy recovery can quickly enter the working state after the vehicle is started; S2. Determine whether the conditions for entering the gliding feedback mode are met based on the aforementioned basic information; It should be noted that by setting clear entry conditions, energy recovery is ensured to be activated at the appropriate time, avoiding activation at inappropriate times, thus ensuring a balance between energy conservation and safety. S3. When entering coasting feedback mode, collect road information, including road gradient and distance between the vehicle and the vehicle in front; It should be noted that by acquiring road slope and distance to the vehicle in front, the system's ability to perceive the environment is enhanced, providing real-time data support for subsequent dynamic calculation of feedback torque; S4. Calculate the optimal coasting feedback torque based on the road information, distance to the vehicle ahead, SOC information of the power battery, torque of the drive motor, and real-time vehicle speed; It should be noted that through precise calculations, energy recovery is maximized under different operating conditions, avoiding driving discomfort caused by excessive or insufficient feedback torque; S5. Perform gliding energy feedback based on the optimal gliding feedback torque; It should be noted that coasting energy feedback ensures the reliability and consistency of energy recovery operations; it also enhances the ability to work collaboratively with the motor controller, thereby improving overall performance. S6. Determine whether the conditions for exiting the gliding feedback mode are met, and if not, repeat steps S3 to S5. It should be noted that by setting clear exit conditions, energy recovery can be stopped at the appropriate time, avoiding unnecessary energy recovery operations and improving overall efficiency.

[0035] This embodiment integrates sensors such as radar and ESP modules to collect vehicle and environmental information in real time, dynamically calculate the optimal coasting feedback torque, and maximize energy recovery. At the same time, it optimizes ride comfort, enhances coasting safety, and extends the vehicle's driving range.

[0036] Furthermore, as a refinement and extension of the specific implementation methods of the above embodiments, in order to fully illustrate the specific implementation process of this embodiment, another adaptive coasting energy feedback control method for new energy vehicles is provided, which includes the following steps: S1. After the vehicle starts, basic information is collected in real time, including accelerator pedal signal, brake pedal signal, power battery SOC, drive motor torque and ABS working status. The specific steps of step S1 are as follows: S11. Acquire the accelerator pedal opening signal through a travel sensor integrated on the accelerator pedal; S12. Obtain the brake pedal signal through a switch integrated on the brake pedal; S13. Obtain the SOC of the power battery through the battery management system (BMS); S14. Obtain the ABS operating status through the ESP controller of the ESP module; S15. Obtain the drive motor torque through the drive motor controller; For example, after the vehicle is started, the energy feedback controller immediately initiates the basic information collection process, and each component outputs data in the following manner: The accelerator pedal travel sensor collects the pedal displacement in real time. When the displacement is 0mm, the accelerator pedal opening is determined to be 0. When the displacement is greater than 0mm, the opening value is calculated as (actual displacement / 100mm)×100%. The brake pedal contact switch outputs a signal in real time. When the brake pedal is not pressed, the signal remains at 0, and when the brake pedal is pressed, it instantly switches to 1. The BMS system of the power battery uploads SOC data every 50ms and outputs a signal indicating whether the battery is in a fully charged protection state.

[0037] The ESP module uploads ABS working status and road slope data every 20ms. When the vehicle is driving on a flat road, the slope data is stable at around 0°; when driving on a slope, the current slope angle is fed back in real time. The motor controller of the drive motor uploads real-time torque data of the motor every 30ms, including the drive torque and feedback torque values. S2. Determine whether the conditions for entering the gliding feedback mode are met based on the aforementioned basic information; The conditions for entering the glide feedback mode in step S2 are: The accelerator pedal opening is 0, the brake pedal signal is 0, the power battery SOC is not higher than the SOC threshold (e.g., 95%), and the ABS is not working; For example, the energy feedback controller performs logical judgments on the collected basic information. In this embodiment, the SOC threshold is set to 95%. When all of the following conditions are met simultaneously, it is determined to enter the coasting feedback mode: Accelerator pedal opening is 0 (stroke sensor displacement = 0mm); Brake pedal signal is 0 (contact switch not triggered); Power battery SOC ≤ 95% (data uploaded by BMS system); The ABS is in an inactive state (ESP module outputs a low level). The vehicle speed is >5km / h (collected by the inertial navigation system of the ESP module, with an accuracy of ±0.1km / h). For example: When a vehicle is driving on a city road, the driver releases the accelerator pedal (accelerator pedal opening 0%) and does not press the brake pedal (brake signal 0). At this time, the BMS displays that the SOC is 82%, the ABS is not activated, and the vehicle speed is 60km / h. All entry conditions are met, and the system automatically enters the coasting feedback mode. S3. When entering coasting feedback mode, collect road information, including road gradient and distance between the vehicle and the vehicle in front; The specific steps of step S3 are as follows: S31. Obtain road gradient information and real-time vehicle speed through the ESP controller of the ESP module; S32. Obtain the real-time distance between this vehicle and the vehicle in front using radar; For example, after entering the coasting feedback mode, the road information collection module is activated and collects key data in the following manner: The ESP module obtains the current road gradient through its inertial navigation system. If the vehicle is traveling on an uphill section with a gradient of 5°, the ESP module outputs a gradient of +5.0°; if it is traveling on a downhill section with a gradient of -3°, the output is -3.0°. The radar collects the real-time distance between the vehicle and the vehicle in front using millimeter-wave radar. If there is a vehicle traveling in the same direction 50m ahead, the radar outputs a distance of 50.0m; if there is no vehicle or obstacle ahead, the output distance is 150m (the maximum detection range of the radar). The real-time vehicle speed is collected synchronously by the ESP module and is consistent with the vehicle speed data in the basic information collection phase to ensure a unified calculation benchmark. S4. Calculate the optimal coasting feedback torque based on the road information, distance to the vehicle ahead, SOC information of the power battery, torque of the drive motor, and real-time vehicle speed; The specific steps of step S4 are as follows: S41. Determine whether the SOC of the power battery is higher than the preset SOC threshold; If not, proceed to step S42; If so, set the optimal gliding feedback torque to zero; S42. Calculate the actual load on the vehicle under constant speed and acceleration conditions respectively. ; Specifically, under constant speed conditions:

[0038] Under acceleration conditions:

[0039] in, For the torque of the drive motor, For the gearbox speed ratio, For the rear axle speed ratio, For transmission system efficiency. The tire's rolling radius, The rolling resistance coefficient, For road slope, The air drag coefficient, For windward area, For vehicle speed, Current vehicle speed Let t be the initial vehicle speed and t be the time. S43. Based on the distance s from the vehicle in front and the maximum coasting feedback torque Calculate the theoretically optimal gliding feedback torque : like ,but ; like ,but ; in, To achieve the shortest gliding distance, , For maximum deceleration, ; Maximum coasting feedback torque in step S43 The feedback torque value is obtained by querying a pre-calibrated vehicle speed-feedback torque table, which includes feedback torque values ​​corresponding to vehicle speeds from 5 km / h to 120 km / h. S44. Theoretically optimal coasting feedback torque based on the SOC of the power battery. Make adjustments to obtain the optimal gliding feedback torque. :

[0040] In the formula, The SOC correction factor has the following rules for its value: when hour, = 1.0; when hour, ; when , = 0; in, For a safe SOC threshold, The maximum permissible feedback SOC threshold; For example, based on the collected basic information and road information, the calculation module calculates the optimal coasting feedback torque according to the following process: Calculation of actual load of the whole vehicle Constant speed operating condition: When the vehicle is traveling at a constant speed of 60km / h, the drive motor torque is 20N. m, given the gearbox ratio of this vehicle model =1, rear axle speed ratio =3.875, transmission system efficiency =0.92, tire rolling radius =0.385m, rolling resistance coefficient =0.015, air drag coefficient =0.28, windward area =2.2m², road slope =0° (i.e., smooth road surface); based on the uniform speed load calculation formula derived from the automobile driving equation, the actual load of the whole vehicle is calculated to be m=1850kg by substituting the data. Acceleration condition: When the vehicle accelerates from 50km / h to 60km / h, the acceleration time is t=2s, and the drive motor torque is 80N. Based on the known parameters above, and according to the acceleration load calculation formula, the actual load of the vehicle is calculated to be m=1860kg (slightly different from the constant speed condition due to the influence of rotating mass during acceleration). Maximum coasting feedback torque determined: The system's pre-calibrated vehicle speed-feedback torque table is shown in Table 1 below. Table 1 is based on the vehicle ride comfort test, energy recovery efficiency test, and motor power generation characteristics calibration at different vehicle speeds, covering the range of commonly used vehicle speeds. Table 1

[0041] When the vehicle speed is 60km / h, the maximum coasting feedback torque can be found in the table above. =88N m; if the vehicle speed drops to 30km / h, the corresponding maximum coasting feedback torque will be adjusted to 64N. m, to ensure that the maximum feedback torque at different vehicle speeds matches the motor performance and the vehicle safety requirements; Determining the theoretical optimal gliding feedback torque: Calculate the shortest glide distance According to the formula Substitute =88N The maximum deceleration was calculated using parameters such as m and m=1850kg. =0.45m / s²; then according to the formula (Assuming the final velocity V0=0), substituting the current vehicle speed V=60km / h (equivalent to 16.67m / s), the shortest coasting distance can be calculated. ≈308.6m; Compare real-time distance s with If the radar detects a distance s = 50m to the vehicle in front, because Theoretically optimal gliding feedback torque =88N m; if the distance to the vehicle in front is s = 400m, because Then according to the formula Calculate, substitute the data to obtain ≈66N m; If the safe SOC threshold =30%, maximum allowable feedback SOC threshold =95%; Optimal gliding feedback torque ; because ≈66N m (when s=400m) =88N m (value corresponding to a vehicle speed of 60km / h); If the SOC is in the safe range (i.e.) =1.0); Real-time data collection shows that the power battery's SOC is 75% (meeting the requirements). ≤75%≤ ); Since 30%≤75%≤95%, therefore =1.0; The optimal gliding feedback torque was finally calculated. =66N m × 1.0 = 66N m.

[0042] This result is less than 88N. m, without the need for secondary adjustment, is directly sent to the motor controller as the optimal gliding feedback torque.

[0043] If SOC is close to the maximum allowable threshold (i.e.) (linear correction) Real-time data collection of power battery SOC=90% (at the...) and Between, and close to the upper limit); Correction factor according to rules ; The optimal gliding feedback torque was finally calculated. =66N m × 0.077 ≈ 5.18 N m≈5.2N m; The corrected torque is much less than 88N. m, and conforms to the logic of reducing feedback when the battery is close to full charge to avoid the risk of overcharging, while maintaining slight energy recovery.

[0044] If the SOC is below the safety threshold ( =1.0); Real-time monitoring of the power battery's SOC at 25% (below) =30%) Since 25% < 30%, therefore =1.0; The optimal gliding feedback torque was finally calculated. =66N m × 1.0 = 66N m; When the battery is fully charged, energy recovery is maximized, consistent with the setting to enter regenerative braking mode when the SOC is not higher than the threshold, and the torque does not exceed 88N. m, to ensure driving comfort.

[0045] If SOC is higher than the maximum allowable threshold ( =0); Real-time monitoring of the power battery's SOC (State of Charge) at 98% (i.e., higher than =95%) Because 98% > 95%, therefore =0; Finally, calculate the optimal gliding feedback torque. =66N m × 0 = 0N m; Echoing the logic that the feedback torque is set to zero when the SOC is higher than the threshold, coasting energy recovery is stopped at this time to avoid overcharging the battery and ensure battery safety.

[0046] If the SOC is in the critical correction range and the distance to the vehicle in front is s=50m, the theoretical optimal coasting feedback torque is... =88N m, real-time SOC = 80%; ; The final calculated optimal gliding feedback torque =88N m × 0.231 ≈ 20.3 N m≈20N m; The corrected torque is still less than 88 N. m ensures the deceleration effect required for safe following, while also appropriately reducing the feedback intensity according to the battery charge, thus balancing energy saving and battery protection; S5. Perform gliding energy feedback based on the optimal gliding feedback torque; The specific steps of step S5 are as follows: S51. Send the optimal coasting feedback torque to the motor controller; S52. The motor controller controls the drive motor to perform power generation operation with the optimal coasting feedback torque to provide energy feedback; For example, the energy recovery controller will calculate the optimal coasting feedback torque command (e.g., 88N). m) The command is sent to the motor controller of the drive motor via the CAN bus. After receiving the command, the motor controller controls the drive motor to switch to generator mode, generating 88N. Energy is recovered from the torque of m. The recovered electrical energy is rectified and filtered by the motor controller, and then the voltage is converted into a charging voltage (such as 380V) suitable for the power battery by the charger and transmitted to the power battery storage. The BMS system monitors the charging current and voltage in real time to ensure charging safety. S6. Determine whether the conditions for exiting the gliding feedback mode are met, and if not, repeat steps S3 to S5. The condition for exiting the glide feedback mode in step S6 is: Meet any one of the following conditions: Accelerator pedal opening is greater than 0, brake pedal signal is 1, power battery SOC is higher than SOC threshold (e.g., 95%), ABS is in operation; For example, after the system enters the gliding feedback mode, it continuously monitors basic information and immediately exits the gliding feedback mode when any of the following conditions are met: Accelerator pedal opening > 0 (when the driver presses the accelerator, the displacement of the travel sensor > 0mm). Brake pedal signal is 1 (driver presses brake, contact switch is triggered); The power battery SOC is greater than 95% (the BMS system indicates that the battery is close to full charge). The ABS is in operation (ESP module outputs a high level, indicating a risk of vehicle lockup). The vehicle speed is ≤5km / h (the vehicle is traveling at low speed and there is no coasting energy that can be recovered). For example, when the vehicle is coasting and the driver notices a red light at an intersection ahead and presses the brake pedal (the brake signal changes to 1), the system immediately exits the coasting feedback mode and switches to normal braking to ensure braking safety.

[0047] The following describes the implementation effects of the system and method in this embodiment under different working conditions: Urban road conditions: Scenario: The vehicle is driving in a congested area, with the car in front moving intermittently and stopping intermittently, and the vehicle speed fluctuating between 20-60 km / h; Implementation process: When the driver releases the accelerator and does not apply the brakes, the system quickly enters the coasting feedback mode. The radar monitors the distance to the vehicle in front in real time (e.g., 10-30m), and calculates the optimal coasting feedback torque as 32-88N based on the road gradient (i=0° on a smooth road surface) and the vehicle load (approximately 1850kg). m, while achieving efficient energy recovery, avoids excessive feedback torque leading to too close distance with the vehicle in front, and reduces frequent braking operations; Highway operating conditions: Scenario: The vehicle is traveling at a constant speed of 90km / h on the highway. There are no vehicles ahead (radar detection distance 150m). The road slope is -2° (slight downhill). Implementation process: After the system enters the coasting feedback mode, the actual load of the vehicle is calculated to be 1840kg, and the maximum coasting feedback torque is 39N. m (corresponding to the pre-calibrated value for a vehicle speed of 90km / h), because the distance to the vehicle in front s=150m> ≈162m (calculated), and the optimal feedback torque after adjustment according to the formula is 35N. m maximizes the recovery of downhill sliding energy while ensuring sliding distance and reducing the frequency of motor drive energy replenishment; Mountain road conditions: Scenario: The vehicle is traveling on a continuous slope with an uphill gradient of 8° and a downhill gradient of 12°, with a speed between 40-70 km / h. Implementation process: When going uphill, the road gradient is positive. The system calculates that the vehicle load increases to 1900kg due to the slope resistance. Combined with the distance of 50m from the vehicle in front, the optimal feedback torque is 72N. m (pre-calibrated value corresponding to a vehicle speed of 70km / h); when going downhill, the gradient is negative, the calculated load is 1800kg, the distance to the vehicle in front is 80m, and the optimal feedback torque is adjusted to 60N. m, balancing energy recovery and gliding safety, to prevent excessive speed when gliding downhill.

[0048] By implementing the above-mentioned different working conditions, the control system and method of this application can dynamically adjust the coasting feedback torque according to different road conditions and vehicle conditions, so as to achieve the maximum energy recovery and the unity of driving comfort and safety, effectively improving the driving range of new energy vehicles. According to actual tests, the driving range can be increased by 8%-12% under comprehensive working conditions.

[0049] The vehicle provided by this invention will be described below. The vehicle described below can be referred to in correspondence with the vehicle front hood intelligent opening system and method described above. Embodiments of this invention also provide a vehicle including the new energy vehicle adaptive coasting energy feedback control system as described in the above embodiments.

[0050] It should be noted that this embodiment applies the adaptive coasting energy feedback control system for new energy vehicles to the vehicle, which can improve energy recovery efficiency, optimize ride comfort, and enhance coasting safety.

[0051] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An adaptive coasting energy feedback control system for new energy vehicles, characterized in that, This includes an energy recovery controller, radar, ESP module, accelerator pedal, brake pedal, power battery, and drive motor; The energy feedback controller is connected to the radar, ESP module, accelerator pedal, brake pedal, power battery and drive motor; The energy feedback controller collects the distance to the vehicle in front via radar, the ABS working status and road slope via the ESP module, the accelerator pedal opening signal, the brake pedal braking signal, and the SOC information of the power battery. The energy feedback controller is configured as follows: Based on the collected information, it determines whether to enter the coasting feedback mode. After entering the coasting feedback mode, it calculates the optimal adaptive coasting feedback torque based on the distance to the vehicle in front, the road slope, the SOC information of the power battery, the torque of the drive motor, and the real-time speed of the vehicle. The drive motor is also connected to the power battery to perform regenerative actions based on the optimal coasting feedback torque and transfer the recovered energy to the power battery.

2. The adaptive coasting energy feedback control system for new energy vehicles according to claim 1, characterized in that, The energy feedback controller is connected to the battery management system (BMS) of the power battery and obtains the SOC information of the power battery from the BMS. The energy feedback controller is connected to the ESP controller of the ESP module to obtain the ABS operating status and road gradient from the ESP controller.

3. A method for adaptive coasting energy feedback control of new energy vehicles, characterized in that, Includes the following steps: S1. After the vehicle starts, basic information is collected in real time, including accelerator pedal signal, brake pedal signal, power battery SOC, drive motor torque and ABS working status. S2. Determine whether the conditions for entering the gliding feedback mode are met based on the aforementioned basic information; S3. When entering coasting feedback mode, collect road information, including road gradient and distance between the vehicle and the vehicle in front; S4. Calculate the optimal coasting feedback torque based on the road information, distance to the vehicle ahead, SOC information of the power battery, torque of the drive motor, and real-time vehicle speed; S5. Perform gliding energy feedback based on the optimal gliding feedback torque; S6. Determine whether the conditions for exiting the gliding feedback mode are met, and if not, repeat steps S3 to S5.

4. The adaptive coasting energy feedback control method for new energy vehicles according to claim 3, characterized in that, The specific steps of step S1 are as follows: S11. Acquire the accelerator pedal opening signal through a travel sensor integrated on the accelerator pedal; S12. Obtain the brake pedal signal through a switch integrated on the brake pedal; S13. Obtain the SOC of the power battery through the battery management system (BMS); S14. Obtain the ABS operating status through the ESP controller of the ESP module; S15. Obtain the drive motor torque through the drive motor controller.

5. The adaptive coasting energy feedback control method for new energy vehicles according to claim 4, characterized in that, The conditions for entering the glide feedback mode in step S2 are: The accelerator pedal opening is 0, the brake pedal signal is 0, the power battery SOC is not higher than the SOC threshold, and the ABS is not working; The condition for exiting the glide feedback mode in step S6 is: Meet any one of the following conditions: Accelerator pedal opening is greater than 0, brake pedal signal is 1, power battery SOC is higher than SOC threshold, and ABS is in operation.

6. The adaptive coasting energy feedback control method for new energy vehicles according to claim 3, characterized in that, The specific steps of step S3 are as follows: S31. Obtain road gradient information and real-time vehicle speed through the ESP controller of the ESP module; S32. Obtain the real-time distance between this vehicle and the vehicle in front using radar.

7. The adaptive coasting energy feedback control method for new energy vehicles according to claim 6, characterized in that, The specific steps of step S4 are as follows: S41. Determine whether the SOC of the power battery is higher than the preset SOC threshold; If not, proceed to step S42; If so, set the optimal gliding feedback torque to zero; S42. Calculate the actual load on the vehicle under constant speed and acceleration conditions respectively. ; Specifically, under constant speed conditions: Under acceleration conditions: in, For the torque of the drive motor, For the gearbox speed ratio, For the rear axle speed ratio, For transmission system efficiency. The tire's rolling radius, The rolling resistance coefficient, For road slope, The air drag coefficient, For windward area, For vehicle speed, Current vehicle speed Let t be the initial vehicle speed and t be the time. S43. Based on the distance s from the vehicle in front and the maximum coasting feedback torque Calculate the theoretically optimal gliding feedback torque : like ,but ; like ,but ; in, To achieve the shortest gliding distance, , For maximum deceleration, ; S44. Theoretically optimal coasting feedback torque based on the SOC of the power battery. Make adjustments to obtain the optimal gliding feedback torque. : In the formula, The SOC correction factor has the following rules for its value: when hour, = 1.0; when hour, ; when , = 0; in, For a safe SOC threshold, This is the maximum permissible feedback SOC threshold.

8. The adaptive coasting energy feedback control method for new energy vehicles according to claim 7, characterized in that, Maximum coasting feedback torque in step S43 This is obtained by querying the pre-calibrated vehicle speed-feedback torque table.

9. The adaptive coasting energy feedback control method for new energy vehicles according to claim 3, characterized in that, The specific steps of step S5 are as follows: S51. Send the optimal coasting feedback torque to the motor controller; S52. The motor controller controls the drive motor to perform power generation operation with the optimal coasting feedback torque to perform energy feedback.

10. A vehicle, characterized in that, Including the new energy vehicle adaptive coasting energy feedback control system as described in any one of claims 1 to 2.

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