Cooperative energy-saving control method and system for new energy automobile

Abstract

The invention discloses a cooperative energy-saving control method and system for a new energy automobile, and the method comprises the steps: receiving an energy-saving mode activation instruction, responding to the activation instruction, and generating a cooperative control instruction set for a plurality of vehicle-mounted subsystems according to a predefined energy-saving mode control strategy; and sending the cooperative control instruction set to a corresponding subsystem control unit so as to execute energy-saving control operation synchronously or according to a preset time sequence. According to the invention, cross-system collaborative management and linkage control of a plurality of high-power-consumption domains (power, heat management, comfort and entertainment) of the vehicle are realized, and the user experience of an energy-saving mode is improved.

Description

Technical Field

[0001] This invention relates to the field of battery energy control for new energy vehicles, and in particular to a collaborative energy-saving control method and system for new energy vehicles. Background Technology

[0002] With the popularization and in-depth development of new energy vehicle technology, energy-saving range has become a key indicator for measuring their market competitiveness. For special vehicle types such as pickup trucks, the electrification process faces even more severe challenges: due to their large body weight, poor aerodynamic performance, and the need to carry additional loads such as cargo or towing, their basic energy consumption is already significantly higher than that of ordinary passenger cars, making the requirements for range certainty even more stringent.

[0003] Existing energy-saving technology systems are primarily built around three dimensions: energy-side energy conservation, energy-consuming energy conservation, and top-level control strategies. On the energy side, technological solutions include optimizing electric drive systems to reduce internal resistance losses and widely employing regenerative braking systems to convert kinetic energy into electrical energy. On the energy-consuming side, this includes using low rolling resistance tires, optimizing aerodynamic design, and managing the energy consumption of onboard accessories. Top-level control strategies, building upon the aforementioned hardware, act as a coordinating hub, aiming to improve overall energy efficiency. Current strategies mainly include driving mode selection and predictive energy management, proactively planning and allocating vehicle energy based on navigation, road conditions, and other information.

[0004] While existing energy-saving control strategies are constantly evolving, their core architecture has inherent limitations, leading to insufficient efficiency and a poor user experience when dealing with extreme battery life scenarios. Specifically, their shortcomings are mainly reflected in the following aspects:

[0005] First, traditional driving mode control is limited to a single dimension and lacks systematic coordination. It fails to establish a cross-system collaborative control mechanism and cannot perform unified and in-depth energy consumption management for high-power vehicle accessories such as air conditioning compressors, seat heating / ventilation, ambient lighting, and large infotainment screens. Each system operates independently, making it impossible to achieve optimal overall energy efficiency.

[0006] Secondly, while forward-looking strategies such as predictive energy management attempt to achieve proactive planning and allocation of vehicle energy, they rely on external data and lack robustness. When dealing with sudden and unpredictable extreme low-battery scenarios, the system's predictive model may be inaccurate or completely fail. It often only provides early warnings and cannot offer a deterministic global energy-saving solution that can be directly triggered by the user or automatically executed by the system.

[0007] Finally, the user experience is poor and there are safety hazards. When faced with a range crisis, if users want to achieve maximum energy saving, they need to manually perform a number of tedious operations (such as turning off the air conditioner, seat heating, screen, etc. in sequence). This process is complicated and time-consuming, which seriously distracts the driver's attention and brings safety hazards. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of the prior art and provide a collaborative energy-saving control method and system for new energy vehicles, so as to realize cross-system collaborative management and linkage control of multiple high power consumption domains (power, thermal management, comfort, entertainment) of the vehicle and improve the user experience of energy-saving mode.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0010] A collaborative energy-saving control method for a new energy vehicle includes receiving an energy-saving mode activation command; responding to the activation command, generating a collaborative control command set for multiple vehicle subsystems according to a predefined energy-saving mode control strategy; and sending the collaborative control command set to the corresponding subsystem control unit to execute energy-saving control operations synchronously or in a preset sequence.

[0011] The activation command is triggered either by the user or automatically based on an estimated risk to battery life.

[0012] User-initiated activation commands include: users issuing trigger voice commands or manually recording trigger commands via buttons.

[0013] Automatic triggering based on estimated range risk includes: obtaining the remaining battery charge (SOC), remaining range (R_remaining), and remaining destination distance (D_remaining) from the battery management system via the CAN bus; estimating the range risk based on the obtained remaining battery charge (SOC), remaining range (R_remaining), and remaining destination distance (D_remaining) from the navigation system, and outputting an activation command and range risk level.

[0014] The remaining range R_remaining and the remaining distance to the destination D_remaining of the navigation system are used to calculate the range difference Delta. The range difference Delta is used to determine whether to issue an activation command and output the range risk level.

[0015] Based on the level of range risk, a corresponding energy-saving strategy is determined, and the corresponding collaborative control command is sent to each execution unit via the CAN bus to realize the energy-saving control of each execution unit.

[0016] After controlling each execution unit through the energy-saving strategy, the energy-saving strategy is dynamically adjusted in real time according to changes in vehicle status. The energy-saving strategy is adjusted or exited according to the real-time estimated risk level. After the energy-saving strategy is completed, the current energy-saving mode status is displayed on the instrument panel, and the estimated driving range is updated.

[0017] After the vehicle is started, the working status information of the vehicle navigation system is monitored in real time. If the navigation system is working, the destination set by the current navigation system is obtained, and the density of charging facilities in the destination and navigation route is collected and analyzed. Based on the density of charging facilities, the energy-saving mode is activated and the corresponding energy-saving strategy level is set for energy-saving control.

[0018] The energy-saving strategy level is determined based on the risk level. The vehicle functional units controlled by each level of energy-saving strategy are manually added and deleted by the user. The added and deleted energy-saving strategies are stored in the vehicle storage unit. Each time the corresponding level of energy-saving strategy is triggered, the instructions of each functional unit corresponding to the energy-saving strategy are obtained and executed.

[0019] A collaborative energy-saving control system for a new energy vehicle, the system being used to operate the method described above, the system comprising: an instruction receiving module, a central control module, and a strategy execution module; wherein the instruction receiving module is responsible for receiving activation instructions from users and forwarding them to the central control module; the central control module, in response to the activation instructions, generates a collaborative control instruction set for multiple vehicle subsystems according to a predefined energy-saving mode control strategy and sends it to the strategy execution module; the strategy execution module includes multiple subsystem control units; the multiple subsystem control units receive the collaborative control instruction set and execute energy-saving control operations synchronously or according to a preset timing sequence.

[0020] The advantages of this invention are: 1. Through cross-domain collaborative control, it achieves a leap from local optimization to global energy efficiency optimization. At the development and design stage, all factors affecting range are fully considered. Under extreme range conditions, it minimizes overall vehicle power consumption while reducing the difficulty of user selection. Under extreme range conditions, it quickly adjusts the vehicle's energy-saving strategy. Tests have shown that under typical pickup truck conditions, activating this system can further reduce overall energy consumption by 10%-15%, significantly extending emergency driving range.

[0021] 2. It provides a dual protection mechanism of user initiative and system automatic triggering. Its automatic triggering mechanism does not rely on complex external environment prediction models, but is based solely on the vehicle's internal status (battery level, range) and navigation information. It is highly robust and can provide a certain range guarantee in the event of a sudden failure of the prediction system.

[0022] 3. Complex multi-system control logic is encapsulated under a "one-click" or "one-word" command, reducing the number of user operation steps from more than 10 on average to 1, and the operation time from 10-15 seconds to 1-2 seconds, which greatly reduces the driver's operational burden and distraction risk in emergency situations. Attached Figure Description

[0023] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0024] Figure 1 This is a schematic diagram of the overall architecture of the vehicle-mounted energy-saving control system of this application;

[0025] Figure 2 This is a flowchart illustrating the energy-saving mode triggering and coordinated control process of this application;

[0026] Figure 3 This is a schematic diagram illustrating the hierarchical execution logic of the energy-saving strategy in this application;

[0027] Figure 4 This is a schematic diagram illustrating the hardware connections between the central control module of this application and other vehicle systems.

[0028] Figure 5 This is a schematic diagram of the user interface for this application. Detailed Implementation

[0029] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0030] This invention relates to a collaborative energy-saving control scheme for electric vehicles. By rapidly implementing collaborative control based on the energy-saving strategy level after entering energy-saving mode, it achieves maximum energy savings to meet user energy-saving needs. Figure 1-5 As shown, a collaborative energy-saving control method for a new energy vehicle includes receiving an energy-saving mode activation command; responding to the activation command, generating a collaborative control command set for multiple vehicle subsystems according to a predefined energy-saving mode control strategy; and sending the collaborative control command set to the corresponding subsystem control unit to execute energy-saving control operations synchronously or in a preset sequence.

[0031] The activation command can be triggered either by the user or automatically based on an estimated range risk. User-triggered activation commands include issuing a voice command or manually entering a command via a button. Buttons can be physical mechanical buttons, electronic buttons, or virtual buttons integrated into the central touchscreen. Voice triggering utilizes the vehicle's voice recognition system to receive the user's voice command, confirming and obtaining the activation command through voice recognition and voiceprint verification.

[0032] Automatic triggering is a system-driven mechanism based on collected current vehicle operating status data. It can be triggered by an estimated risk level derived from vehicle status information. Automatic triggering based on estimated range risk involves: acquiring the remaining battery charge (SOC), remaining driving range (R_remaining), and remaining distance to the destination (D_remaining) from the battery management system via the CAN bus; estimating the range risk based on these data and outputting an activation command and risk level. The risk level can be preset; for example, no risk requires no activation command, while a risk necessitates activation, thus achieving automatic triggering. The risk level also determines different energy-saving strategies; higher risk levels may result in stricter energy-saving strategies. Each energy-saving strategy corresponds to the required controlled onboard components and their control logic, such as the activation and deactivation of seat heating and ventilation functions.

[0033] The specific classification of the range risk level includes: calculating the range difference Delta based on the remaining range R_remaining and the remaining distance to the destination D_remaining of the navigation system; using the Delta difference to determine whether to issue an activation command and output the range risk level; determining the corresponding energy-saving strategy based on the range risk level; and sending the corresponding coordinated control command for the energy-saving strategy to each execution unit via the CAN bus to achieve energy-saving control of each execution unit.

[0034] After controlling each execution unit through the energy-saving strategy, the energy-saving strategy is dynamically adjusted in real time according to changes in vehicle status. The energy-saving strategy is adjusted or exited according to the real-time estimated risk level. After the energy-saving strategy is completed, the current energy-saving mode status is displayed on the instrument panel, and the estimated driving range is updated, so that the driver can know the current operating status of the vehicle.

[0035] After the vehicle starts, the system monitors the real-time status of the vehicle's navigation system. If the navigation system is active, it retrieves the currently set destination and collects and analyzes the density of charging facilities along the destination and route. Based on the charging facility density, it activates the energy-saving mode and sets a corresponding energy-saving strategy level for energy-saving control. Since the vehicle's destination may be in a remote mountainous area or other places without charging facilities, it is necessary to control the activation of the energy-saving mode and the energy-saving level based on the charging facility density at the destination and along the planned route. When the monitored charging facility density at the destination is less than a set threshold or the density at the route points is lower than a set threshold, the energy-saving mode is activated, and the energy-saving level is set according to the charging facility density. The lower the density, the higher the energy-saving level. The higher the energy-saving level, the more in-vehicle electronic components are shut down.

[0036] In this embodiment, the energy-saving strategy level is determined according to the risk level. The vehicle functional units controlled by each level of energy-saving strategy are manually added and deleted by the user. The added and deleted energy-saving strategies are stored in the vehicle storage unit. After each trigger of the corresponding level of energy-saving strategy, the instructions of each functional unit corresponding to the energy-saving strategy are obtained and executed. The default vehicle functional units controlled by each energy-saving strategy of each energy-saving level are preset. If the user has a need, some vehicle functional units can be added or deleted according to the needs to match the needs of each user.

[0037] This embodiment also provides a collaborative energy-saving control system for new energy vehicles. The system is used to run the methods in the above embodiments. The system includes: an instruction receiving module, a central control module, and a strategy execution module. The instruction receiving module is responsible for receiving activation instructions from users and forwarding them to the central control module. In response to the activation instructions, the central control module generates a collaborative control instruction set for multiple vehicle subsystems according to a predefined energy-saving mode control strategy and sends it to the strategy execution module. The strategy execution module includes multiple subsystem control units. The multiple subsystem control units receive the collaborative control instruction set and execute energy-saving control operations synchronously or according to a preset timing sequence.

[0038] The embodiments of this application have the following technical features:

[0039] I. Multi-system linkage control: Integrated centralized control and multi-level collaborative energy-saving strategy

[0040] This invention abandons the traditional decentralized and independent energy-saving control method, and creates a unified energy-saving strategy executed by a central controller. This architecture enables the vehicle to respond to a single activation command, simultaneously coordinating and managing multiple high-power domains such as the power drive system, thermal management system, cockpit entertainment system, and body accessory systems, achieving a leap from local optimization to global energy efficiency optimization.

[0041] II. Deterministic Guarantee Scheme: Dual Triggering and Tiered Execution Mechanism

[0042] To achieve a balance between robustness and user experience, a dual triggering condition was introduced:

[0043] User-initiated activation: Users can directly activate the energy-saving mode through a single soft switch, shortcut menu, or voice command.

[0044] Intelligent system triggering: When the vehicle system determines that there is a risk in reaching the preset destination based on the remaining driving range and navigation information, it can automatically prompt the user and activate the energy-saving mode to provide a guaranteed driving range. Furthermore, the system can implement energy-saving strategies of different intensities according to the level of risk assessment, ensuring driving range while preserving the user's comfort options as much as possible.

[0045] III. Operational complexity and security issues:

[0046] A one-click multi-system collaborative energy-saving control method includes the following steps: receiving an energy-saving mode activation command, wherein the command originates from user-initiated triggering or automatic triggering by the system based on range risk; responding to the command, generating a collaborative control command set for multiple vehicle subsystems according to a predefined energy-saving strategy; and sending the collaborative control command set to the corresponding subsystem control unit to perform energy-saving operations synchronously or according to a preset timing sequence.

[0047] The core of this solution lies in building a centralized control architecture that enables vehicles to simultaneously coordinate and manage multiple high-power domains in response to a single activation command. By introducing a dual protection mechanism of user manual intervention and automatic system triggering, and implementing energy-saving strategies of varying intensities based on risk assessment levels, deterministic range assurance is ensured in various scenarios. Ultimately, the complex underlying control logic is encapsulated through extremely simple "one-click" or "one-word" interaction, fundamentally solving the problems of operational complexity and security.

[0048] This system relates to the field of electronic and vehicle body control technology, and provides a one-click multi-system linkage energy-saving control system and method for vehicles, especially pickup trucks. The system, through the construction of a centralized control architecture, realizes an energy-saving mode based on a single command triggering the coordinated operation of multiple vehicle energy consumption subsystems, effectively solving the technical problems of existing technologies such as single control dimension, poor system coordination, weak ability to cope with sudden range risks, and complex user operation. The following will, in conjunction with the accompanying drawings, provide a detailed description of the system architecture, workflow, strategy execution, hardware connection, and user interaction of this invention. Specific implementation methods are as follows:

[0049] 1. System architecture and core module composition: such as Figure 1 As shown, this system adopts a layered design, comprising three core functional modules: the command receiving module 10, the central control module 20, and the strategy execution module 30. The command receiving module is the system's human-machine interface, responsible for receiving control commands from the user. This module supports multiple input methods, including soft-switch operation from the central touchscreen, voice command recognition, and steering wheel shortcut key triggering. The module contains a command parsing unit, capable of uniformly converting signals from different input sources into standardized digital command signals. The central control module is the system's decision-making core, containing a strategy storage unit, a risk assessment unit, and a command distribution unit. The strategy storage unit contains the control logic for multi-level energy-saving strategies; the risk assessment unit calculates the range risk level in real time; and the command distribution unit is responsible for generating coordinated control commands. The strategy execution module consists of multiple subsystem control units: air conditioning control, lighting control, seat control, powertrain control, and infotainment control units receive control commands via the vehicle's CAN bus and execute specific energy-saving operations.

[0050] 2. Specific implementation steps of the control method:

[0051] S201: System Initialization and Status Monitoring Phase: After the vehicle is powered on, the system performs a self-test and initializes each functional module. The central control module 20 continuously monitors two signal sources with a period of 50ms: one is to query the command buffer of the command receiving module 10, and the other is to obtain the status data of the battery management system and navigation system through the CAN bus;

[0052] S202: Activation Event Judgment: The central control module 20 determines whether it has received an energy-saving mode activation command. Activation events are divided into two categories: user-initiated and system-initiated. User-initiated events include soft-switch operations and voice commands; system-initiated events are based on the battery life risk assessment results.

[0053] S203: Command Source Identification and Processing: If an activation event is detected, the central control module 20 identifies the command source. For user-initiated triggers, proceed directly to S206; for system monitoring triggers, proceed to S204.

[0054] S204: The range data acquisition and risk assessment system acquires the remaining SOC and remaining range R_remaining from the battery management system via the CAN bus, and the remaining destination distance D_remaining from the navigation system. The risk assessment algorithm calculates the range difference Delta = R_remaining - D_remaining and compares it with a preset threshold.

[0055] When Delta > 15 km, it is determined to be risk-free, and the route returns to S201;

[0056] When 5 km < Delta ≤ 15 km, the risk is judged to be moderate, and the vehicle enters S205.

[0057] When Delta ≤ 5 km, it is considered a high-risk route, and the vehicle enters S205.

[0058] S205: Risk Level Assessment and Strategy Selection: Based on the risk assessment results, the system selects the corresponding energy-saving strategy level. A Level 1 energy-saving strategy is selected when the risk is moderate, and a Level 2 energy-saving strategy is selected when the risk is relatively high.

[0059] S206: Energy-saving strategy execution: The central control module 20 sends coordinated control commands to each execution unit via the CAN bus according to the selected strategy level. The first-level strategy executes basic energy-saving actions, while the second-level strategy adds extreme energy-saving measures on the basis of the first-level strategy.

[0060] S207: Status Feedback and Display: After the strategy is executed, the system displays the current energy-saving mode status on the dashboard and updates the estimated driving range. The displayed content includes the mode icon, the estimated increased driving range, and other information;

[0061] S208: Continuous Monitoring and Dynamic Adjustment: The system enters continuous monitoring mode and dynamically adjusts the energy-saving strategy based on changes in vehicle status. If the range risk is eliminated, the system can automatically exit energy-saving mode; if the risk intensifies, the energy-saving strategy level can be further upgraded.

[0062] 3. Tiered implementation of energy-saving strategies:

[0063] S301: As Figure 3As shown, the Level 1 energy-saving strategy targets situations with moderate risk and performs the following core actions: shutting off the A / C compressor via the air conditioning control unit 31, which can immediately reduce the load by 1.5-2.5kW; shutting off the ambient lighting throughout the vehicle via the lighting control unit 32; shutting off the seat heating and ventilation functions via the seat control unit 33; and switching to ECO driving mode via the powertrain control unit 34.

[0064] S302: The secondary energy-saving strategy is activated when the risk is high, and adds the following to the primary strategy: the energy recovery level is adjusted to the highest level through the power system control unit 34; and the display brightness is reduced and the voice assistant is disabled through the infotainment control unit 35.

[0065] 4. Specific implementation of hardware connection:

[0066] S401: As Figure 4 As shown, the central control module 20 connects to each subsystem via a standard vehicle network. The core hardware uses an automotive-grade microcontroller, which connects to the CAN bus transceiver via an SPI interface and accesses the vehicle's CAN network.

[0067] S402: Each subsystem control unit is connected to the CAN bus as a network node: the battery management system provides battery status data; the navigation system provides route planning information; the body controller is responsible for controlling body accessories; and the infotainment head unit handles multimedia system control.

[0068] 5. Implementation of the user interface:

[0069] S501: As Figure 5 As shown, this application provides a multimodal user interface. A super battery life switch is set in the shortcut cards on the negative one screen and the drop-down shortcut settings bar of the central control touchscreen, supporting one-click activation. It also integrates voice control functionality, allowing users to activate the energy-saving mode via natural language commands.

[0070] S502: The system provides real-time status feedback, displaying information such as the current energy-saving mode status and expected range improvement through the dashboard display area, ensuring that users are always aware of the system's working status;

[0071] S503: The technical effect of this interactive design is that it achieves extremely simple operation, simplifying the complex operation that originally required multiple steps into a single action, reducing the operation time from the traditional 10-15 seconds to 1-2 seconds, significantly improving driving safety and user experience.

[0072] 6. Technical effects and advantages:

[0073] The integrated multi-system linkage control system achieves a shift from traditional single-point optimization to global optimization. It constructs a control architecture with centralized decision-making and decentralized execution, enabling the power, thermal management, comfort, and infotainment systems to work collaboratively across domains.

[0074] In terms of protection mechanisms, the system transitions from passive early warning to proactive protection, featuring a dual protection mechanism that combines manual user intervention with automatic system triggering. It can also intelligently match energy-saving strategies of varying intensities based on risk levels. This ensures that even in unexpected scenarios where system failure is predicted, users receive reliable range assurance, greatly enhancing driving confidence and safety.

[0075] The system's minimalist user interaction design, through "one-click" or "one-word" commands, transforms users from cumbersome multi-step operations into a one-step process. This not only improves efficiency but also fundamentally eliminates the risks caused by distraction during operation, turning technological advantages into tangible user value and security benefits.

[0076] In a preferred embodiment of this invention, the triggering condition further includes:

[0077] The specific content of voice commands can vary: users can say "activate ultimate energy saving", "battery rescue", "maximum battery life mode", etc., and the system will trigger the same function through semantic recognition.

[0078] Physical buttons: In addition to the screen soft switch, there can be a dedicated physical emergency energy-saving button, located near the steering wheel or in a prominent position on the center console.

[0079] Geofencing-based triggering: When the vehicle navigation is set to go to a remote area with scarce charging infrastructure, the system can provide advance warning or automatically enter a pre-energy-saving state.

[0080] In a preferred embodiment of this invention, the energy-saving strategy further includes:

[0081] The flexibility of the tiered strategy: it is not limited to two levels, but can be set to three levels (such as: Comfort, Standard, Ultimate), or allow users to customize which functions are turned off under each level of the strategy.

[0082] Softening the control methods: It's not just about "on / off". For example, ambient lighting can be dimmed instead of being turned off completely; the infotainment screen can have its brightness reduced and background apps closed instead of being completely off; the air conditioner can be set to energy-saving mode (increase the set temperature and reduce the fan speed).

[0083] 3. Execution order of the strategy: It can be designed to be executed instantaneously or sequentially with a slight delay, in order to avoid the impact on the power grid caused by excessive instantaneous power changes.

[0084] Instead of setting up a completely new "central control module", the same control effect can be achieved by enhancing the permissions of the existing vehicle network gateway, which can then issue collaborative commands to the various domain controllers (power domain, body domain, and cockpit domain).

[0085] Obviously, the specific implementation of this invention is not limited to the above-described methods. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A synergistic energy-saving control method for new energy vehicles, characterized in that: The system includes receiving an energy-saving mode activation command, responding to the activation command, generating a set of collaborative control commands for multiple vehicle subsystems according to a predefined energy-saving mode control strategy, and sending the set of collaborative control commands to the corresponding subsystem control units to execute energy-saving control operations synchronously or in a preset sequence.

2. The collaborative energy-saving control method for new energy vehicles as described in claim 1, characterized in that: The activation command is triggered either by the user or automatically based on an estimated risk to battery life.

3. The collaborative energy-saving control method for new energy vehicles as described in claim 2, characterized in that: User-initiated activation commands include: users issuing trigger voice commands or manually recording trigger commands via buttons.

4. The collaborative energy-saving control method for new energy vehicles as described in claim 2, characterized in that: Automatic triggering based on estimated range risk includes: obtaining the remaining battery charge (SOC), remaining range (R_remaining), and remaining destination distance (D_remaining) from the battery management system via the CAN bus; estimating the range risk based on the obtained remaining battery charge (SOC), remaining range (R_remaining), and remaining destination distance (D_remaining) from the navigation system, and outputting an activation command and range risk level.

5. The collaborative energy-saving control method for new energy vehicles as described in claim 4, characterized in that: The remaining range R_remaining and the remaining distance to the destination D_remaining of the navigation system are used to calculate the range difference Delta. The range difference Delta is used to determine whether to issue an activation command and output the range risk level.

6. The collaborative energy-saving control method for new energy vehicles as described in claim 4, characterized in that: Based on the level of range risk, a corresponding energy-saving strategy is determined, and the corresponding collaborative control command is sent to each execution unit via the CAN bus to realize the energy-saving control of each execution unit.

7. A collaborative energy-saving control method for new energy vehicles as described in any one of claims 1-6, characterized in that: After controlling each execution unit through the energy-saving strategy, the energy-saving strategy is dynamically adjusted in real time according to changes in vehicle status. The energy-saving strategy is adjusted or exited according to the real-time estimated risk level. After the energy-saving strategy is completed, the current energy-saving mode status is displayed on the instrument panel, and the estimated driving range is updated.

8. A collaborative energy-saving control method for new energy vehicles as described in any one of claims 1-6, characterized in that: After the vehicle is started, the working status information of the vehicle navigation system is monitored in real time. If the navigation system is working, the destination set by the current navigation system is obtained, and the density of charging facilities in the destination and navigation route is collected and analyzed. Based on the density of charging facilities, the energy-saving mode is activated and the corresponding energy-saving strategy level is set for energy-saving control.

9. A collaborative energy-saving control method for new energy vehicles as described in any one of claims 1-6, characterized in that: The energy-saving strategy level is determined based on the risk level. The vehicle functional units controlled by each level of energy-saving strategy are manually added and deleted by the user. The added and deleted energy-saving strategies are stored in the vehicle storage unit. Each time the corresponding level of energy-saving strategy is triggered, the instructions of each functional unit corresponding to the energy-saving strategy are obtained and executed.

10. A collaborative energy-saving control system for new energy vehicles, characterized in that: The system is configured to perform the method as described in any one of claims 1-9, the system comprising: The system comprises an instruction receiving module, a central control module, and a strategy execution module. The instruction receiving module receives activation instructions from users and forwards them to the central control module. In response to the activation instructions, the central control module generates a set of collaborative control instructions for multiple vehicle subsystems based on a predefined energy-saving mode control strategy and sends it to the strategy execution module. The strategy execution module includes multiple subsystem control units, which receive the collaborative control instruction set and execute energy-saving control operations synchronously or in a preset sequence.

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