A control method and control system for reducing energy consumption of a new energy light truck

Abstract

The application provides a control method and control system for reducing energy consumption of a new energy light truck, comprising: collecting real-time running parameters of the vehicle, then determining what kind of working condition the vehicle is currently in according to comparison of the running parameters with a preset threshold; based on the working condition identification result, dynamically adjusting the switching frequency, driving voltage and conduction duty cycle of the IGBT motor controller according to different working conditions; in the braking working condition, adjusting the regenerative braking recovery torque of the motor according to the brake pedal stroke grading, and limiting the braking recovery torque based on the battery SOC; monitoring the temperature of the IGBT motor controller in real time, then dynamically adjusting the switching frequency and driving voltage based on the temperature, and triggering the motor torque derating protection when the temperature exceeds a second temperature threshold; the IGBT motor controller maintains the working condition efficiency at 89%-94%, which is improved by 4%-8% compared with the traditional fixed parameter control, and the efficiency is improved most significantly in the cruising working condition.

Description

Technical Field

[0001] This invention relates to a control method and control system for reducing energy consumption of new energy light trucks, and pertains to the field of vehicle control technology. Background Technology

[0002] With the increasing popularity of new energy light trucks in urban delivery and suburban logistics, the efficiency of the motor controller, as a core component of the power system, directly determines the overall energy consumption level of the vehicle. Currently, most mainstream light trucks use silicon-based IGBT motor controllers. However, these controllers have significant shortcomings in the actual operating scenarios of light trucks, characterized by frequent starts and stops, large load fluctuations, and rapid switching between operating conditions: 1. High loss ratio: The IGBT switching frequency is limited (typically ≤10kHz). Under high-current conditions such as starting and rapid acceleration, switching losses and conduction losses account for more than 30% of the total losses in the electric drive system. Fixed-frequency control cannot match low-load demands during cruising, resulting in wasted conduction losses. 2. Poor adaptability to operating conditions: Existing control strategies mostly adopt a "fixed parameter" mode, failing to design differentiated parameters for the varying operating conditions of light trucks, such as "low speed, high torque (starting / climbing) - medium-high speed, low torque (cruising) - dynamic braking." For example, the frequency is not increased during acceleration to optimize torque response, and the IGBT characteristic adjustment and recovery strategy is not matched during braking, further exacerbating energy consumption. 3. High temperature sensitivity: The maximum operating temperature of IGBTs is typically ≤125℃. Prolonged high-load operation of light trucks (such as summer hill climbing or full-load delivery) can easily lead to increased controller temperature. If parameters are not adjusted in time, efficiency may drop sharply (losses increase by approximately 15% for every 20℃ increase in temperature) or even device damage may occur. Although silicon carbide (SiC) devices offer superior performance, many in-service light trucks still primarily use IGBT controllers, and directly replacing them with SiC controllers would be costly. Summary of the Invention

[0003] To address the aforementioned problems arising from actual energy consumption, this invention provides a control method and control system for reducing the energy consumption of new energy light trucks. The specific technical solution is as follows:

[0004] A method for reducing energy consumption of new energy light trucks includes:

[0005] S1, Operating condition identification: Collect the real-time operating parameters of the vehicle, and then determine the current operating condition of the vehicle based on the comparison of the operating parameters with a preset threshold.

[0006] S2, Control parameter adjustment: Based on the working condition identification results, dynamically adjust the switching frequency F, drive voltage U and conduction duty cycle D of the IGBT motor controller according to different working conditions;

[0007] S3, regenerative braking, under braking conditions, adjusts the regenerative braking torque of the motor in stages according to the brake pedal travel S, and limits the regenerative braking torque based on the battery SOC;

[0008] S4, temperature compensation, monitors the temperature of the IGBT motor controller in real time, and then dynamically adjusts the switching frequency F and drive voltage U based on the temperature t, and triggers motor torque derating protection when the temperature t exceeds the second temperature threshold t2.

[0009] The operating parameters include vehicle speed V, throttle opening A, brake pedal travel S, motor required torque T, and battery SOC;

[0010] The operating conditions include starting, acceleration, cruising, or braking.

[0011] Preferably, in S1, the vehicle's current operating condition is determined by comparing the operating parameters with a preset threshold:

[0012] During startup, the vehicle speed V is less than or equal to the first vehicle speed threshold V1, the throttle opening A is less than or equal to the first opening threshold A1, and the motor required torque T is less than or equal to the first torque threshold T4.

[0013] During acceleration, the vehicle speed V is between the first vehicle speed threshold V1 and the second vehicle speed threshold V2, and the throttle opening A is greater than or equal to the second opening threshold A2, and the motor demand torque T is greater than or equal to the second torque threshold T5.

[0014] During cruise control, the vehicle speed V is between the second vehicle speed threshold V2 and the third vehicle speed threshold V3, the throttle opening A is within the range of the first opening threshold A1 and the second opening threshold A2, and the motor demand torque T is within the range of the first torque threshold T4 and the second torque threshold T5 with a fluctuation value less than the preset fluctuation threshold.

[0015] During braking, if the brake pedal travel S is greater than or equal to the first travel threshold S1, the IGBT motor controller will be triggered to enter the rectification mode for braking energy recovery.

[0016] Preferably, in S2, the switching frequency F, drive voltage U, and duty cycle D of the IGBT motor controller are dynamically adjusted according to different operating conditions as follows:

[0017] During startup, the switching frequency is F1~F2kHz, the drive voltage is U1~U2V, and the duty cycle is D1%~D2%.

[0018] During acceleration, the switching frequency is F3~F4kHz, the drive voltage is U3~U4V, and the duty cycle is D3%~D4%.

[0019] During cruise operation, the switching frequency is F5~F6kHz, the drive voltage is U5~U6V, and the duty cycle is D5%~D6%.

[0020] During braking, the switching frequency is F7~F8kHz, the driving voltage is U7~U8V, and the duty cycle is 0%.

[0021] Preferably, in step S3, the regenerative braking torque of the motor is adjusted in stages according to the brake pedal travel S as follows:

[0022] When the brake pedal travel S is greater than or equal to the first travel threshold S1 and less than the second travel threshold S2, corresponding to light braking, the recovery torque T_rec is T9~T10 N·m;

[0023] When the brake pedal travel S is greater than or equal to the second travel threshold S2 and less than the third travel threshold S3, it corresponds to moderate braking, and the recovery torque T_rec is T11~T12 N·m;

[0024] When the brake pedal travel S is greater than or equal to the third travel threshold S3, it corresponds to heavy braking, and the recovery torque T_rec is T13~T14 N·m.

[0025] Preferably, in step S3, the braking regeneration torque is limited based on the battery SOC as follows:

[0026] When the battery SOC value is greater than or equal to a preset SOC threshold, the recovery torque is limited to no more than T15 N·m.

[0027] Preferably, in step S4, the switching frequency F and driving voltage U are dynamically adjusted based on temperature t, and the motor torque derating protection is triggered when the temperature exceeds the second threshold.

[0028] When the temperature t of the IGBT motor controller is greater than or equal to the first temperature threshold t1, the current operating parameters are maintained and the IGBT motor controller operates efficiently.

[0029] When the temperature t of the IGBT motor controller is greater than the first temperature threshold t1 and less than or equal to the second temperature threshold t2, the switching frequency F is reduced to F9~F10kHz, and the driving voltage U is increased to U9~U10V.

[0030] When the temperature t of the IGBT motor controller is greater than the second temperature threshold t2, the motor torque derating protection is triggered.

[0031] A control system for reducing energy consumption of new energy light trucks, used to achieve any of the above methods, includes:

[0032] The operating condition identification module is used to collect real-time operating parameters of the vehicle and determine the current operating condition of the vehicle.

[0033] An IGBT motor controller is connected to the operating condition identification module and is used to output corresponding control signals according to the operating condition results.

[0034] An energy recovery unit, connected to the operating condition identification module and the IGBT motor controller, is used to calculate and request the recovered torque under braking conditions;

[0035] A temperature compensation module, which is connected to the IGBT motor controller, is used to correct control parameters or trigger protection based on the temperature of the IGBT motor controller.

[0036] A temperature sensor is used to collect the temperature t of the IGBT motor controller.

[0037] Preferably, the voltage level of the IGBT motor controller is no higher than 600V, and the average efficiency under all operating conditions is 92.5%.

[0038] Preferably, the temperature sampling frequency of the temperature compensation module is not less than 50Hz, the temperature measurement accuracy is ±2℃, and the maximum operating temperature of the IGBT motor controller does not exceed 125℃.

[0039] The beneficial effects of this invention compared to the prior art are as follows:

[0040] Significantly reduced energy consumption: Through dynamic optimization of IGBT motor controller parameters and energy recovery, the energy consumption of light trucks is reduced by 5% to 10% per 100 kilometers. Based on actual tests of M-ton-class new energy light trucks, the energy consumption in urban conditions has decreased from 33.5 kWh / 100km to below 30.2 kWh / 100km; fuel consumption of hybrid light trucks is reduced by 3% to 6% per 100 kilometers.

[0041] Significantly improved efficiency: The efficiency of the IGBT motor controller remains at 89%~94% under all operating conditions, which is 4%~8% higher than that of traditional fixed parameter control (85%~90%), especially the efficiency improvement is most significant in cruise operation (reaching 5%~7%).

[0042] Significantly enhanced reliability: The temperature compensation module keeps the maximum operating temperature of the IGBT motor controller below 125℃, avoiding device lifespan degradation caused by high temperatures and extending the lifespan of the IGBT motor controller by more than 20%; at the same time, it reduces high current surges and lowers the probability of controller failure.

[0043] Significant cost advantage: No need to replace the core components of the IGBT motor controller, making it far more economical than replacing the SiC controller;

[0044] Strong adaptability to operating conditions: It covers all scenarios of light truck starting, acceleration, cruising and braking, and is especially suitable for the "short distance, high frequency start and stop" operating conditions of urban delivery, solving the energy waste problem caused by traditional "one-size-fits-all" control. Attached Figure Description

[0045] Figure 1 This is a flowchart of the present invention. Detailed Implementation

[0046] 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.

[0047] Example 1

[0048] A method for reducing energy consumption of new energy light trucks includes:

[0049] S1, Operating Condition Recognition: Collects real-time operating parameters of the vehicle, and then determines the current operating condition of the vehicle based on a comparison of the operating parameters with a preset threshold.

[0050] S2, Control parameter adjustment: Based on the working condition identification results, dynamically adjust the switching frequency F, drive voltage U and conduction duty cycle D of the IGBT motor controller according to different working conditions;

[0051] S3, regenerative braking, under braking conditions, adjusts the regenerative braking torque of the motor in stages according to the brake pedal travel S, and limits the regenerative braking torque based on the battery SOC;

[0052] S4, temperature compensation, monitors the temperature of the IGBT motor controller in real time, and then dynamically adjusts the switching frequency F and drive voltage U based on the temperature t, and triggers motor torque derating protection when the temperature t exceeds the second temperature threshold t2.

[0053] Operating parameters include vehicle speed V, throttle opening A, brake pedal travel S, motor required torque T, and battery SOC;

[0054] Operating conditions include starting, acceleration, cruising, or braking.

[0055] In S1, the vehicle's current operating condition is determined by comparing the operating parameters with preset thresholds.

[0056] During startup, the vehicle speed V is less than or equal to the first vehicle speed threshold V1, the throttle opening A is less than or equal to the first opening threshold A1, and the motor required torque T is less than or equal to the first torque threshold T4.

[0057] During acceleration, the vehicle speed V is between the first vehicle speed threshold V1 and the second vehicle speed threshold V2, and the throttle opening A is greater than or equal to the second opening threshold A2, and the motor demand torque T is greater than or equal to the second torque threshold T5.

[0058] During cruise control, the vehicle speed V is between the second vehicle speed threshold V2 and the third vehicle speed threshold V3, the throttle opening A is within the range of the first opening threshold A1 and the second opening threshold A2, and the motor demand torque T is within the range of the first torque threshold T4 and the second torque threshold T5 with a fluctuation value less than the preset fluctuation threshold.

[0059] During braking, if the brake pedal travel S is greater than or equal to the first travel threshold S1, the IGBT motor controller will be triggered to enter the rectification mode for braking energy recovery.

[0060] Rectification mode of IGBT motor controller:

[0061] The switching frequency is adjusted to F7~F8kHz, the drive voltage is U7~U8V, and the duty cycle is 0% to maximize energy recovery efficiency.

[0062] The first speed threshold V1 = 5 km / h, the second speed threshold V2 = 60 km / h, and the third speed threshold V3 = 85 km / h;

[0063] First opening threshold A1=20, second opening threshold A2=60;

[0064] First travel threshold S1=10, second travel threshold S2=30, third travel threshold S3=60;

[0065] First torque threshold T4=35, second torque threshold T5=45;

[0066] In S2, the switching frequency F, drive voltage U, and duty cycle D of the IGBT motor controller are dynamically adjusted according to different operating conditions as follows:

[0067] During startup, the switching frequency is F1~F2kHz, the drive voltage is U1~U2V, and the duty cycle is D1%~D2%.

[0068] During acceleration, the switching frequency is F3~F4kHz, the drive voltage is U3~U4V, and the duty cycle is D3%~D4%.

[0069] During cruise operation, the switching frequency is F5~F6kHz, the drive voltage is U5~U6V, and the duty cycle is D5%~D6%.

[0070] During braking, the switching frequency is F7~F8kHz, the driving voltage is U7~U8V, and the duty cycle is 0%.

[0071] As shown in Table 1:

[0072]

[0073] Table 1

[0074] The IGBT motor controller has the lowest total switching and conduction losses in the switching frequency range of F1~F8kHz (12%~18% lower losses compared to fixed F12kHz control); by coordinating the adjustment of the drive voltage U and the conduction duty cycle D, the gate charge injection efficiency of the IGBT motor controller can be further optimized, reducing ineffective energy consumption.

[0075] Among them, F1kHz=6kHz, F2kHz=10kHz, F3kHz=8kHz, F4kHz=12kHz, F5kHz=7kHz, F6kHz=11kHz, F7kHz=9kHz, F8kHz=13kHz;

[0076] U1V=13V, U2V=16V, U3V=15V, U4V=18V, U5V=14V, U6V=17V, U7V=16V, U8V=19V;

[0077] D1=35, D2=55, D3=55, D4=75, D5=25, D6=45;

[0078] In S3, the regenerative braking torque of the motor is adjusted in stages according to the brake pedal travel S:

[0079] When the brake pedal travel S is greater than or equal to the first travel threshold S1 and less than the second travel threshold S2, corresponding to light braking, the recovery torque T_rec is T9~T10 N·m;

[0080] When the brake pedal travel S is greater than or equal to the second travel threshold S2 and less than the third travel threshold S3, it corresponds to moderate braking, and the recovery torque T_rec is T11~T12 N·m;

[0081] When the brake pedal travel S is greater than or equal to the third travel threshold S3, corresponding to heavy braking, the recovery torque T_rec is T13~T14 N·m;

[0082] T9N·m=15N·m, T10N·m=35N·m, T11N·m=35N·m, T12N·m=65N·m, T13N·m=65N·m, T14N·m=90N·m, T15N·m=18N·m.

[0083] When the brake pedal travel S is greater than or equal to the first travel threshold S1 and less than the second travel threshold S2, it corresponds to light braking, and the recovery torque T_rec is 15~35 N·m; this is to avoid excessive reverse current in the IGBT motor controller.

[0084] When the brake pedal travel S is greater than or equal to the second travel threshold S2 and less than the third travel threshold S3, it corresponds to moderate braking, and the recovery torque T_rec is 35~65 N·m; this is to match the IGBT motor controller with moderate recovery capability.

[0085] When the brake pedal travel S is greater than or equal to the third travel threshold S3, heavy braking is applied, and the regenerative torque T_rec is 65~90 N·m. This is to coordinate mechanical braking and avoid overloading the IGBT motor controller.

[0086] In S3, the regenerative braking torque is limited based on the battery SOC as follows:

[0087] When the battery SOC value is greater than or equal to the preset SOC threshold, the recovery torque T_rec is limited to no more than T15 N·m.

[0088] Preferably, the preset SOC threshold here is 90%, T15N·m=18N·m, that is,

[0089] When the battery SOC value is greater than or equal to 90%, the recovery torque T_rec is forcibly reduced to 18 N·m.

[0090] In S4, the switching frequency F and drive voltage U are dynamically adjusted based on temperature t, and the motor torque derating protection is triggered when the temperature exceeds the second threshold.

[0091] When the temperature t of the IGBT motor controller is greater than or equal to the first temperature threshold t1, the current operating parameters are maintained and the IGBT motor controller operates efficiently.

[0092] When the temperature t of the IGBT motor controller is greater than the first temperature threshold t1 and less than or equal to the second temperature threshold t2, the switching frequency F is reduced to F9~F10kHz and the drive voltage U is increased to U9~U10V.

[0093] When the temperature t of the IGBT motor controller is greater than the second temperature threshold t2, the motor torque derating protection is triggered.

[0094] The IGBT motor controller incorporates a temperature sensor to collect temperature t, allowing for real-time adjustment of control parameters and mitigating the surge in losses and reliability risks caused by high temperatures.

[0095] The first temperature threshold t1 is 70℃, and the second temperature threshold t2 is 100℃, that is:

[0096] When t≤70℃: Maintain the current operating parameters to ensure efficient operation of the IGBT motor controller;

[0097] When 70°C < t ≤ 100°C: Reduce the switching frequency to F9~F10 kHz (to reduce heat generation due to switching losses), and at the same time increase the drive voltage to U9~U10 V to ensure the conduction stability of the IGBT motor controller;

[0098] F9 kHz = 0.5 kHz, F10 kHz = 2 kHz, U9 V = 0.3 V, U10 V = 0.8 V.

[0099] When t > 100°C: Trigger the motor torque derating protection, with a derating of 15%~25% until t ≤ 90°C, to prevent the IGBT motor controller junction temperature from exceeding the upper limit of 125°C;

[0100] Embodiment 2

[0101] A control system for reducing the energy consumption of new energy light trucks, used to implement any of the above methods, including:

[0102] A working condition identification module, used to collect the vehicle's real-time operation parameters and determine the vehicle's current working condition;

[0103] An IGBT motor controller, connected to the working condition identification module, used to output corresponding control signals according to the working condition results;

[0104] An energy recovery unit, connected to the working condition identification module and the IGBT motor controller, used to calculate and request the recovered torque under braking conditions;

[0105] A temperature compensation module, the temperature compensation module is connected to the IGBT motor controller, used to correct the control parameters or trigger protection according to the temperature of the IGBT motor controller;

[0106] A temperature sensor, used to collect the temperature t of the IGBT motor controller.

[0107] The voltage level of the IGBT motor controller is not higher than 600 V, and the average efficiency under all working conditions is 92.5%.

[0108] The temperature sampling frequency of the temperature compensation module is not lower than 50 Hz, the temperature measurement accuracy is ±2°C, and the maximum working temperature of the IGBT motor controller does not exceed 125°C.

[0109] Embodiment 3

[0110] Taking an M-ton new energy light truck (equipped with a P-kW permanent magnet synchronous motor, a 600-V IGBT motor controller, and a C-kWh lithium iron phosphate battery) as an example:

[0111] System construction

[0112] Operating condition identification module: Connects to vehicle speed sensor (sampling accuracy ±P2km / h), accelerator pedal sensor (sampling accuracy ±P3%), brake pedal sensor (sampling accuracy ±P3%), and motor controller via CAN bus, with a sampling frequency of 100Hz, ensuring operating condition identification delay ≤10ms.

[0113] IGBT motor controller: adopts 600V / 250AIGBT module, with built-in temperature sensor (measurement range -40℃~150℃, accuracy ±2℃).

[0114] Energy recovery unit: Communicates in real time with the battery management system (BMS) to obtain battery SOC (accuracy ±2%), voltage, and temperature information, and recovers energy to be directly stored in the power battery, avoiding intermediate losses.

[0115] Full-condition implementation process

[0116] (1) Starting conditions (vehicle speed V=0→5km / h, throttle opening A=18%, motor required torque T=30N·m)

[0117] Operating condition identification: The data collected showed v=3km / h, A=18%, and T=30N·m, which met the starting operating condition threshold and were determined to be the starting operating condition.

[0118] Controller parameter adjustments: Switching frequency F = 8kHz, drive voltage U = 15V, duty cycle D = 45%;

[0119] Implementation results: The starting current is controlled within 90A (15A lower than traditional control), the IGBT motor controller loss is ≤600W, avoiding the loss and waste caused by large current surges, and the energy consumption during the starting process is reduced by 8%.

[0120] (2) Acceleration condition (V=5→55km / h, A=30%, T=48N·m)

[0121] Operating condition identification: V increases from 5km / h to 55km / h, A=30%, T=48N·m, which meets the acceleration operating condition threshold and is determined to be an acceleration operating condition;

[0122] Controller parameter adjustments: Switching frequency F = 10kHz, drive voltage U = 16V, duty cycle D = 65%;

[0123] Implementation results: Motor torque response time ≤ T23ms (shorter than T24ms compared to traditional control), energy consumption during acceleration is reduced by 10% compared to traditional control, IGBT motor controller efficiency is 90%, and there is no obvious heat generation.

[0124] (3) Cruise conditions (V=75km / h, A=16%, T=32N·m)

[0125] Operating condition identification: V is stable at 75km / h, A=16%, T fluctuation ≤4N·m, which meets the cruise operating condition threshold and is judged as cruise operating condition;

[0126] Controller parameter adjustments: Switching frequency F = 9kHz, drive voltage U = 16V, duty cycle D = 35%;

[0127] Implementation results: IGBT motor controller loss ≤350W (80W lower than traditional control), efficiency 93%, and power consumption per 100 kilometers reduced to 30.2kWh (33.5kWh for traditional control).

[0128] (4) Braking conditions (V=75→0km / h, S=45%, SOC=70%)

[0129] Operating condition identification: Brake pedal travel S=45%, which meets the moderate braking threshold, and is judged as a moderate braking condition;

[0130] Energy recovery control: the recovered torque T_rec = 55 N·m, the IGBT motor controller switches to rectification mode, the switching frequency F = 11 kHz, and the drive voltage U = 18 V;

[0131] Implementation results: Approximately 0.9 kWh of energy is recovered during braking (15% improvement over traditional control), with a recovery efficiency of 88%. The battery SOC is increased from 70% to 71.1%, and the braking distance is consistent with traditional mechanical braking, ensuring safety.

[0132] (5) Temperature compensation (t=90℃)

[0133] Temperature monitoring: The temperature sensor of the IGBT motor controller collected data at t=90℃ (exceeding the 70℃ threshold).

[0134] Parameter adjustments: Switching frequency was reduced from 9kHz to 8kHz, and drive voltage was increased from 16V to 16.6V;

[0135] Implementation results: Within 5 minutes after adjustment, temperature t stabilized at 85°C, and the efficiency of the IGBT motor controller remained at 92% (without any sudden drop in efficiency), ensuring continuous operation of the light truck.

[0136] 3. Implementation effect verification

[0137] Through Nkm urban cyclic driving test (including 22 starts, 16 accelerations, 6 brakings, and 28 minutes of cruising, simulating an urban delivery scenario):

[0138] Under this method, the power consumption of light trucks is 30.2 kWh per 100 km, which is 9.8% lower than that of the traditional fixed-parameter IGBT motor controller control scheme (33.5 kWh / 100 km).

[0139] The average efficiency of the IGBT motor controller is 92.5%, which is 3.3% higher than that of the traditional solution (89.2%).

[0140] During the test, the highest temperature of the IGBT motor controller was 88℃, and the torque derating protection was not triggered, indicating that the reliability meets the design requirements.

Claims

1. A control method for reducing energy consumption of new energy light trucks, characterized in that, include: S1, Operating condition identification: Collect the real-time operating parameters of the vehicle, and then determine the current operating condition of the vehicle based on the comparison of the operating parameters with a preset threshold. S2, Control parameter adjustment: Based on the working condition identification results, dynamically adjust the switching frequency F, drive voltage U and conduction duty cycle D of the IGBT motor controller according to different working conditions; S3, regenerative braking, under braking conditions, adjusts the regenerative braking torque of the motor in stages according to the brake pedal travel S, and limits the regenerative braking torque based on the battery SOC; S4, temperature compensation, monitors the temperature of the IGBT motor controller in real time, and then dynamically adjusts the switching frequency F and drive voltage U based on the temperature t, and triggers motor torque derating protection when the temperature t exceeds the second temperature threshold t2. The operating parameters include vehicle speed V, throttle opening A, brake pedal travel S, motor required torque T, and battery SOC; The operating conditions include starting, acceleration, cruising, or braking.

2. The control method for reducing energy consumption of new energy light trucks according to claim 1 is characterized in that, In S1, the vehicle's current operating condition is determined by comparing the operating parameters with a preset threshold. During startup, the vehicle speed V is less than or equal to the first vehicle speed threshold V1, the throttle opening A is less than or equal to the first opening threshold A1, and the motor required torque T is less than or equal to the first torque threshold T4. During acceleration, the vehicle speed V is between the first vehicle speed threshold V1 and the second vehicle speed threshold V2, and the throttle opening A is greater than or equal to the second opening threshold A2, and the motor demand torque T is greater than or equal to the second torque threshold T5. During cruise control, the vehicle speed V is between the second vehicle speed threshold V2 and the third vehicle speed threshold V3, the throttle opening A is within the range of the first opening threshold A1 and the second opening threshold A2, and the motor demand torque T is within the range of the first torque threshold T4 and the second torque threshold T5 with a fluctuation value less than the preset fluctuation threshold. During braking, if the brake pedal travel S is greater than or equal to the first travel threshold S1, the IGBT motor controller will be triggered to enter the rectification mode to recover braking energy. Among them, the first vehicle speed threshold V1 = 5 km / h, the second vehicle speed threshold V2 = 60 km / h, and the third vehicle speed threshold V3 = 85 km / h; First opening threshold A1=20, second opening threshold A2=60; First travel threshold S1=10, second travel threshold S2=30, third travel threshold S3=60; The first torque threshold T4 = 35, and the second torque threshold T5 = 45.

3. The control method for reducing energy consumption of new energy light trucks according to claim 1, characterized in that, In S2, the switching frequency F, drive voltage U, and duty cycle D of the IGBT motor controller are dynamically adjusted according to different operating conditions as follows: During startup, the switching frequency F is F1~F2kHz, the drive voltage U is U1~U2V, and the duty cycle D is D1%~D2%. During acceleration, the switching frequency F is F3~F4kHz, the drive voltage U is U3~U4V, and the duty cycle D is D3%~D4%. During cruise operation, the switching frequency F is F5~F6kHz, the drive voltage U is U5~U6V, and the duty cycle D is D5%~D6%. Under braking conditions, the switching frequency F is F7~F8kHz, the driving voltage U is U7~U8V, and the duty cycle D is 0%. Among them, F1kHz=6kHz, F2kHz=10kHz, F3kHz=8kHz, F4kHz=12kHz, F5=7kHz, F6kHz=11kHz, F7kHz=9kHz, F8kHz=13kHz; U1V=13V, U2V=16V, U3V=15V, U4V=18V, U5V=14V, U6V=17V, U7V=16V, U8V=19V; D1=35, D2=55, D3=55, D4=75, D5=25, D6=45.

4. The control method for reducing energy consumption of new energy light trucks according to claim 1, characterized in that, In step S3, the regenerative braking torque of the motor is adjusted in stages according to the brake pedal travel S: When the brake pedal travel S is greater than or equal to the first travel threshold S1 and less than the second travel threshold S2, corresponding to light braking, the recovery torque T_rec is T9~T10 N·m; When the brake pedal travel S is greater than or equal to the second travel threshold S2 and less than the third travel threshold S3, it corresponds to moderate braking, and the recovery torque T_rec is T11~T12 N·m; When the brake pedal travel S is greater than or equal to the third travel threshold S3, corresponding to heavy braking, the recovery torque T_rec is T13~T14 N·m; The first travel threshold S1=10, the second travel threshold S2=30, and the third travel threshold S3=60; T9N·m=15N·m, T10N·m=35N·m, T11N·m=35N·m, T12N·m=65N·m, T13N·m=65N·m, T14N·m=90N·m.

5. The control method for reducing energy consumption of new energy light trucks according to claim 1, characterized in that, In S3, the braking regeneration torque is limited based on the battery SOC as follows: When the battery SOC value is greater than or equal to a preset SOC threshold, the regenerative torque is limited to no more than T15 N·m; The preset SOC threshold is 90%, and T15N·m=18N·m.

6. The control method for reducing energy consumption of new energy light trucks according to claim 1, characterized in that, In step S4, the switching frequency F and driving voltage U are dynamically adjusted based on temperature t, and motor torque derating protection is triggered when the temperature exceeds the second threshold. When the temperature t of the IGBT motor controller is greater than or equal to the first temperature threshold t1, the current operating parameters are maintained and the IGBT motor controller operates efficiently. When the temperature t of the IGBT motor controller is greater than the first temperature threshold t1 and less than or equal to the second temperature threshold t2, the switching frequency F is reduced to F9~F10kHz, and the driving voltage U is increased to U9~U10V. When the temperature t of the IGBT motor controller is greater than the second temperature threshold t2, the motor torque derating protection is triggered. Wherein, the first temperature threshold t1 is 70℃, and the second temperature threshold t2 is 100℃; F9kHz=0.5kHz, F10kHz=2kHz, U9V=0.3V, U10V=0.8V.

7. A control system for reducing energy consumption of new energy light trucks, used to implement the method of any one of claims 1-6, characterized in that, include: The operating condition identification module is used to collect real-time operating parameters of the vehicle and determine the current operating condition of the vehicle. An IGBT motor controller is connected to the operating condition identification module and is used to output corresponding control signals according to the operating condition results. An energy recovery unit, connected to the operating condition identification module and the IGBT motor controller, is used to calculate and request the recovered torque under braking conditions; A temperature compensation module, which is connected to the IGBT motor controller, is used to correct control parameters or trigger protection based on the temperature of the IGBT motor controller. A temperature sensor is used to collect the temperature t of the IGBT motor controller.

8. The control system for reducing energy consumption of new energy light trucks according to claim 7, characterized in that, The voltage level of the IGBT motor controller is no higher than 600V, and the average efficiency under all operating conditions is 92.5%.

9. The control system for reducing energy consumption of new energy light trucks according to claim 7, characterized in that, The temperature compensation module has a temperature sampling frequency of no less than 50Hz, a temperature measurement accuracy of ±2℃, and a maximum operating temperature of no more than 125℃ for the IGBT motor controller.

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