New energy vehicle electric control optimization method and system based on energy management strategy

Abstract

This invention discloses a method and system for optimizing the electronic control of new energy vehicles based on energy management strategies, relating to the field of vehicle control technology for new energy vehicles. This invention establishes a control window and a recovery capacity ledger for the current slope segment under the condition of limited regenerative braking on a long downhill slope, and divides the current slope segment control window into energy calculation sub-intervals. The vehicle controller can calculate the braking energy to be absorbed on the slope segment according to the vehicle's driving direction, recording the battery's receivable amount, the load's absorbable amount, and the motor's feedback constraints respectively, so that the uncovered energy forms a record of energy to be compensated and is associated with the braking compensation amount. When the battery recharge boundary, the motor feedback boundary, and the load demand state change, the recovery energy carrying capacity relationship and the braking compensation relationship can be continuously updated within the recovery capacity ledger. Friction braking compensation commands can be generated along with the energy record to be compensated, reducing the risk of compensation lag after the feedback torque decreases.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle control technology, and in particular to a method and system for optimizing the electronic control of new energy vehicles based on energy management strategies. Background Technology

[0002] As the integration of electric drive systems, power battery systems, thermal management systems, and braking systems in new energy vehicles increases, vehicle controllers typically need to coordinate regenerative braking, battery recharge limits, load power demands, and friction braking compensation. Existing new energy vehicle electronic control optimization methods usually determine the motor feedback torque based on battery state of charge, battery temperature, allowable battery recharge power, motor speed, vehicle speed, gradient, and braking requests. When power battery recharge is limited, the feedback intensity is reduced, or some energy is recovered by utilizing on-board loads.

[0003] In continuous downhill driving conditions such as mountain roads, elevated highways, and long-distance inclines, vehicles will continuously generate braking energy over extended sections. The battery's recharge capability may decrease due to high state of charge, low temperatures, high temperatures, individual cell voltages approaching limits, or dynamic limit adjustments by the battery management system. If the vehicle controller determines the feedback torque solely based on the current allowable recharge power and braking request, compensation may only occur after the feedback capability has decreased midway down the slope, leading to delayed friction braking intervention, abrupt changes in braking torque switching, and fluctuations in vehicle deceleration.

[0004] Some existing methods connect on-board loads such as air conditioning compressors, water pumps, fans, and low-voltage charging branches when battery recharge is limited, in order to consume the regenerated energy that cannot be received by the power battery. However, in continuous downhill conditions, if the actual load demand, load absorption capacity, and motor feedback boundary are not uniformly calculated, there is no stable correspondence between the energy absorption capacity of the on-board load and the remaining braking energy on the slope, and it is difficult to form a continuous arbitration between regenerative braking, load energy absorption, and friction braking compensation.

[0005] Therefore, in long downhill regenerative braking conditions, how to establish a continuously updatable load-bearing relationship between the braking energy to be digested on the slope, the battery recharge boundary, the motor feedback boundary, the load demand state, and the friction braking compensation has become a technical problem that needs to be solved. Summary of the Invention

[0006] This application provides a method and system for optimizing the electronic control of new energy vehicles based on energy management strategies, which solves the problems of unclear energy carrying capacity calculation and lagging braking compensation when recharging is limited on long downhill slopes.

[0007] In a first aspect, embodiments of the present invention provide a method for optimizing the electronic control of new energy vehicles based on an energy management strategy, comprising: Acquire slope prediction information, vehicle driving status, driver braking request, battery recharge boundary, motor feedback boundary, and load demand status; When the vehicle controller determines that the vehicle has entered a long downhill regenerative braking restricted condition based on the slope pre-aiming information, the driver's braking request and the battery recharge boundary, it establishes the current slope control window and the regenerative bearing capacity ledger. The current slope control window is divided into energy calculation sub-intervals arranged according to the vehicle's driving direction, based on at least one of the slope change point, the remaining slope distance update point, and the braking arbitration cycle. The braking energy to be digested in the slope is determined based on at least one of the vehicle driving status, the remaining slope distance, the slope change trend, the target vehicle speed, and the target deceleration. Write the battery's receptive capacity, the motor's regenerative energy, and the load's absorbable capacity into the power battery carrying capacity record, motor regenerative constraint record, and load carrying capacity record in the recycling carrying capacity ledger, respectively. Under the constraint of the motor feedback constraint record, the energy to be compensated is generated based on the difference between the braking energy to be digested on the slope and the energy covered by the power battery load record and the load load record, and then associated with the braking compensation amount. Based on the recovery capacity ledger, the driver's braking request is decomposed, and the motor regenerative braking torque command, load energy absorption command, and friction braking compensation command are output. The recovery capacity ledger and the above commands are updated according to at least one change in the battery recharge boundary, motor feedback boundary, and load demand state.

[0008] In some embodiments, the slope prediction information includes at least one of the following: navigation map, road slope sensor, vehicle positioning, or preceding vehicle following identification information; The attributes of a continuous downhill slope include at least one of the following: slope direction, slope length, remaining slope distance, and slope change trend. When the continuous downhill attribute meets the preset slope conditions, the driver's braking request or speed stabilization request is continuously present, and the battery recharge boundary is lower than the target recovery requirement corresponding to the driver's braking request, the vehicle controller generates a long downhill regenerative braking limited condition flag, and uses the time from the formation of the flag to the time when the continuous downhill state is exited, the remaining slope distance is reduced to zero, or the braking requirement is released as the current slope control window.

[0009] In some embodiments, the battery rechargeable capacity is determined by at least one of the following: the allowable recharge power output by the power battery system, the allowable recharge current, the upper limit constraint of the state of charge, the single cell voltage constraint, and the temperature limit flag; the motor feedback boundary is determined by at least one of the following: the maximum feedback torque output by the motor control system, the speed limit, the bus voltage limit, and the motor temperature limit flag. The vehicle controller converts the battery's receivable capacity into the battery-side allowable feedback torque within the corresponding energy calculation sub-interval, and determines the upper limit of the constraint on the motor regenerative braking torque command under the motor feedback boundary constraint. When the battery recharge boundary is updated to prohibit recharge, restrict recharge, or reduce recharge, the vehicle controller lowers the upper limit of the constraint and updates the braking compensation amount.

[0010] In some embodiments, load absorbability refers to the capacity of a thermal management load or vehicle accessory with actual operational requirements to receive recovered energy within the current slope control window. Candidate loads are thermal management loads and load objects in vehicle accessories that can receive load energy absorption commands; The load demand status includes load type, demand source, current operating status, allowable power limit, current power, accessory power margin, and prohibited operation sign, and is used to determine the acceptable power range and sustainable absorption duration; the demand source includes the vehicle's current status, occupant operating status, and thermal management objectives; the vehicle's current status includes the power battery temperature, motor and electronic control temperature, low-voltage battery voltage, and windshield defogging related status; the occupant operating status includes air conditioning settings, defogging switch, and cabin thermal comfort settings; the thermal management objectives include battery heating objectives, battery cooling objectives, electric drive cooling objectives, cabin defogging objectives, and cabin thermal comfort objectives.

[0011] In some embodiments, the vehicle controller determines whether a candidate load has a real working requirement based on the load type, demand source, current operating status, and prohibited operation flag. When a candidate load has real working requirements and is not in a prohibited operating state, the vehicle controller determines its acceptable power range and sustainable absorption duration based on the candidate load's current power, allowable power limit, accessory power margin, and corresponding target duration, and writes the corresponding candidate load into the load absorbability. When a candidate load does not have a real working requirement, is in a prohibited operating state, or has an acceptable power range of zero, the vehicle controller will write the corresponding candidate load into the prohibited absorption load.

[0012] In some embodiments, candidate loads that are written to disable load absorption do not participate in the generation of load absorption commands. When all candidate loads are written as prohibited absorption loads and the battery's receptive capacity is lower than the target recovery requirement corresponding to the driver's braking request, the vehicle controller increases the compensation amount corresponding to the friction braking compensation command.

[0013] In some embodiments, decomposing a driver braking request includes: the vehicle controller generating a first regenerative braking component based on the motor feedback boundary and the battery receptivity. When the target deceleration demand corresponding to the driver's braking request is not covered by the first regenerative braking component and the load absorbable amount has an acceptable power range, a second regenerative braking component and a load energy absorption command are generated. When there is still an uncovered target deceleration demand after the first and second regenerative braking components have worked together, a friction braking compensation command is generated. The vehicle controller limits the rate of decrease of the motor regenerative braking torque command and the rate of increase of the friction braking compensation command according to the braking compensation amount, and makes the two rates meet the same target deceleration demand.

[0014] In some embodiments, updating the reclaim capacity ledger and the above instructions includes: When the battery recharge boundary decreases, the motor feedback boundary decreases, the load demand state exits, the remaining slope distance changes beyond the threshold, the target deceleration demand changes, or the braking control system feedback friction braking intervention state changes, the vehicle controller re-determines the braking energy to be digested on the slope and updates the recovery load capacity ledger. The vehicle controller generates a record of the destination of recovered energy, which includes a window identifier, update time, allocation to the power battery, allocation to the load, records written to prohibited loads, and records undertaken by friction braking. When multiple updates occur within the same window, the vehicle controller saves the records before and after the update in the order of update time.

[0015] Secondly, embodiments of the present invention provide a new energy vehicle electronic control optimization system based on an energy management strategy, including: Vehicle controller, slope prediction interface, power battery system interface, motor control system interface, thermal management system interface, accessory control interface, braking control system interface, and storage unit; The slope prediction interface provides slope prediction information to the vehicle controller; the power battery system interface provides the battery recharge boundary to the vehicle controller; the motor control system interface provides the motor feedback boundary to the vehicle controller; the thermal management system interface and accessory control interface provide the load demand status to the vehicle controller; and the braking control system interface provides the driver's braking request and receives friction braking compensation commands to the vehicle controller. Storage unit storage and recycling capacity ledger; The vehicle controller includes a working condition identification unit, a ledger generation unit, and a braking arbitration unit. The working condition identification unit forms a working condition flag for long downhill regenerative braking limitation. The ledger generation unit divides the current slope control window into energy calculation sub-intervals, generates and updates the recovery bearing capacity ledger based on the slope braking energy to be digested in each energy calculation sub-interval, and generates a record of energy to be compensated. The braking arbitration unit outputs motor regenerative braking torque command, load energy absorption command, and friction braking compensation command based on the recovery load capacity ledger.

[0016] In some embodiments, the ledger generation unit establishes a window identifier for each current slope control window in the storage unit, and associates and saves the slope to be digested braking energy, battery receivable amount, motor feedback constraint record, load absorbable amount, prohibited load absorbable amount, energy to be compensated record, braking compensation amount and recovered energy destination record. After receiving the friction braking intervention status from the brake control system interface, the brake arbitration unit writes the friction braking intervention status into the brake compensation amount and updates the subsequent motor regenerative braking torque command with the written brake compensation amount.

[0017] Through the above technical solution, the present invention can achieve at least the following beneficial effects: This invention establishes a control window and a recovery capacity ledger for the current slope segment under limited regenerative braking conditions on long downhill slopes. The control window is divided into energy calculation sub-intervals. The vehicle controller calculates the braking energy to be absorbed on the slope segment according to the vehicle's direction of travel, recording the battery's receptive capacity, the load's absorbable capacity, and the motor's feedback constraints. This allows uncovered energy to form a record of energy to be compensated and is associated with the braking compensation amount. Therefore, when the battery recharge boundary, the motor feedback boundary, and the load demand state change, the recovery energy carrying capacity relationship and the braking compensation relationship can be continuously updated within the recovery capacity ledger. Friction braking compensation commands can be generated along with the energy record to be compensated, reducing the risk of compensation lag after a decrease in feedback torque.

[0018] By generating a long downhill regenerative braking limitation condition flag based on continuous downhill attributes, driver braking or speed stabilization requests, and battery recharge boundaries, the vehicle controller can limit the scope of activation of the regenerative capacity ledger, making the slope control window correspond to the continuous downhill braking demand and reducing irrelevant energy calculations in non-continuous downhill scenarios.

[0019] By converting the battery's receptive capacity into the battery-side allowable feedback torque within the corresponding energy accounting sub-interval, and determining the upper limit of the motor regenerative braking torque command under the motor feedback boundary constraint, the battery recharge capability and the motor feedback capability form a common constraint in the same braking arbitration process, so that the motor regenerative braking torque command matches the power battery's receptive state.

[0020] The load absorbability is determined based on the candidate load’s actual operating requirements, inoperable state, acceptable power range, and sustainable absorption duration. The load energy absorption command is applied to load objects with actual operating requirements and absorption capacity, so that the distribution of recovered energy to the load is constrained by the load demand state.

[0021] By limiting the rate of decrease of the regenerative braking torque command and the rate of increase of the friction braking compensation command according to the braking compensation amount, the process of decreasing regenerative braking torque and the process of friction braking compensation can correspond to the same target deceleration requirement, so that the braking torque connection changes continuously with the braking compensation amount.

[0022] By generating records of the destination of recovered energy and saving the records before and after the update in chronological order, the destinations of energy allocated to the power battery, allocated to the load, written to the prohibited absorption load, and carried by friction braking can be saved according to the current slope control window, so that the changes in energy carrying capacity within the same continuous downhill working condition have corresponding records. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation on the scope of this application.

[0024] Figure 1 This is a flowchart of the new energy vehicle electronic control optimization method based on energy management strategy in the embodiments; Figure 2 This is a framework diagram of the new energy vehicle electronic control optimization system based on energy management strategy in the embodiment. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0026] All terms used in this application (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0027] To facilitate understanding, the relevant terms and concepts involved in the embodiments of this application will be introduced below: Slope prediction information refers to road state information formed by navigation maps, vehicle positioning, road slope sensors, vehicle forward road recognition results, or preceding vehicle following recognition information, which at least reflects whether the current road or the road ahead has continuous downhill attributes. Vehicle driving status refers to at least one of the following: vehicle speed, vehicle acceleration, gear status, vehicle weight-related parameters, and following status. Driver braking request refers to the target deceleration demand formed by the brake pedal, cruise control, or downhill speed control. Battery recharge boundary refers to the boundary state at which the power battery system is allowed to receive and recover energy under the current state. Motor feedback boundary refers to the boundary state at which the motor control system is allowed to generate regenerative braking torque under the current state.

[0028] Load demand status refers to the actual operating demand and power margin of the thermal management system and vehicle accessories under the current vehicle condition. Current slope control window refers to the time or road segment range established by the vehicle controller after the vehicle enters a long downhill regenerative braking restricted condition. Recovered energy carrying capacity ledger refers to the data records stored by the vehicle controller within the current slope control window, showing the relationships between recovered energy carrying capacity, destination, and braking compensation.

[0029] Target recovery demand refers to the regenerative braking energy demand corresponding to the driver's braking request, calculated from the target deceleration demand, current vehicle speed, and vehicle mass parameters. Target motion constraints refer to the constraint information used to determine the vehicle's deceleration or stabilization target within the current slope control window, including at least one of target vehicle speed and target deceleration. Braking arbitration cycle refers to the control cycle in which the vehicle controller updates the motor regenerative braking torque command, load energy absorption command, and friction braking compensation command; the braking arbitration cycle is consistent with the vehicle controller's braking control task cycle.

[0030] Example 1: like Figure 1 As shown, this embodiment employs a new energy vehicle electronic control optimization method based on energy management strategies, applied to new energy vehicles including a vehicle controller, power battery system, motor control system, thermal management system, and braking control system, including: Step S1: Obtain slope prediction information, vehicle driving status, driver braking request, battery recharge boundary, motor feedback boundary, and load demand status; When the vehicle controller determines that the vehicle has entered a long downhill regenerative braking restricted condition based on the slope prediction information, driver braking request, and battery recharge boundary, establish the current slope control window and the regenerative load capacity ledger. Step S2: The vehicle controller divides the current slope control window into several energy calculation sub-intervals arranged according to the vehicle's driving direction based on the sub-interval division conditions, and determines the braking energy to be digested in each energy calculation sub-interval based on the current vehicle speed, target motion constraints, vehicle mass-related parameters, remaining slope distance, and slope change trend. The sub-interval division conditions include at least one of the slope change point, the remaining slope distance update point, and the braking arbitration cycle; the target motion constraints include at least one of the target vehicle speed and the target deceleration. Step S3: Write the battery's receivable amount, the motor's regenerative energy, and the load's absorbable amount into the power battery carrying capacity ledger, motor regenerative constraint record, and load carrying capacity record, respectively. Under the constraint of the motor regenerative constraint record, the vehicle controller generates a compensation energy record based on the difference between the braking energy to be digested on the slope and the energy covered by the power battery carrying capacity record and the load carrying capacity record, and associates the compensation energy record with the braking compensation amount. In step S4, the vehicle controller decomposes the driver's braking request based on the regenerative braking torque command, load energy absorption command, and friction braking compensation command, and updates the regenerative braking capacity ledger and the above commands according to at least one change in the battery recharge boundary, motor feedback boundary, and load demand state.

[0031] The load energy absorption command includes a candidate load identifier, a target absorbed power, a target absorption duration, and a command update time. The vehicle controller generates the load energy absorption command based on the candidate load, acceptable power range, and sustainable absorption duration written into the load bearing record, and limits the target absorbed power to the acceptable power range of the corresponding candidate load.

[0032] In one implementation, the braking energy to be absorbed on the slope refers to the braking energy that the vehicle needs to absorb through regenerative braking, load energy absorption, and friction braking within the current slope control window to meet the target deceleration or steady downhill speed requirements. The vehicle controller determines the braking energy to be absorbed on the slope based on the current vehicle speed, target vehicle speed, target deceleration, vehicle mass-related parameters, remaining slope distance, and slope change trend. Under the combined constraints of the battery recharge boundary and the motor feedback boundary, it determines the portion that the power battery can receive, and under the constraint of the load demand state, it determines the portion that the load can absorb. The portion received by the power battery is written as the battery's acceptable amount, the portion that the load can absorb is written as the load's absorbable amount, and the portion not covered by the battery's acceptable amount and the load's absorbable amount under the motor feedback boundary constraint is written as the braking compensation amount.

[0033] In one implementation, the slope pre-aiming information includes at least one of information from navigation maps, road slope sensors, vehicle positioning, or preceding vehicle following identification; the continuous downhill attributes include at least one of slope direction, slope length, remaining slope distance, and slope change trend; when the continuous downhill attributes meet preset slope conditions, the driver's braking request or speed stabilization request persists, and the battery recharge boundary is lower than the target recovery requirement corresponding to the driver's braking request, the vehicle controller generates a long downhill regenerative braking limited condition flag, and uses the time from the formation of the flag to the exit of the continuous downhill state, the remaining slope distance to zero, or the braking requirement to be released as the current slope control window.

[0034] The "Long Downhill Regenerative Braking Limited Condition" flag is a control status indicator generated when the vehicle controller confirms a continuous downhill braking demand and the battery's ability to receive regenerated energy is lower than the target recovery demand. The vehicle controller determines the continuous downhill attribute based on the slope direction, remaining slope distance, and slope change trend; determines the continuous deceleration or steady-speed downhill demand based on the driver's braking request, speed stabilization request, vehicle speed changes, or following position; and determines whether the battery is in a limited recovery state based on the battery recharge boundary. When the continuous downhill attribute, continuous deceleration or steady-speed downhill demand, and limited recovery state coexist, the vehicle controller generates the "Long Downhill Regenerative Braking Limited Condition" flag. The flag is cleared when the continuous downhill attribute ends, the driver's braking request is released, the speed stabilization request is released, or the battery recharge boundary returns to above the target recovery demand.

[0035] In one embodiment, the battery recharge capacity is determined by at least one of the following: allowable recharge power output by the power battery system, allowable recharge current, upper limit constraint of state of charge, single cell voltage constraint, and temperature limit flag; the motor feedback boundary is determined by at least one of the following: maximum feedback torque output by the motor control system, speed limit, bus voltage limit, and motor temperature limit flag. The vehicle controller converts the battery's receivable capacity into the battery-side allowable feedback torque within the corresponding energy calculation sub-interval, and determines the upper limit of the constraint on the motor regenerative braking torque command under the motor feedback boundary constraint. When the battery recharge boundary is updated to prohibit recharge, restrict recharge, or reduce recharge rate, the vehicle controller lowers the constraint limit and updates the braking compensation amount.

[0036] Battery rechargeable capacity refers to the amount of regenerative energy that the power battery system can receive within the current slope control window. The vehicle controller receives the allowable recharge power, allowable recharge current, upper limit constraint of state of charge, single cell voltage constraint, and temperature limit flag from the power battery system, and writes this information into the battery rechargeable capacity. The vehicle controller receives the maximum regenerative torque, speed limit, bus voltage limit, and motor temperature limit flag from the motor control system, and forms a motor regenerative constraint record based on the motor regenerative boundaries. The motor regenerative braking torque command is constrained by both the battery rechargeable capacity and the motor regenerative boundaries.

[0037] In one implementation, candidate loads that are written as prohibited from absorbing loads do not participate in the generation of load energy absorption commands; when all candidate loads are written as prohibited from absorbing loads and the battery's receptive capacity is lower than the target recovery requirement corresponding to the driver's braking request, the vehicle controller increases the compensation amount corresponding to the friction braking compensation command.

[0038] "Prohibited load absorption" refers to candidate loads that do not participate in the generation of load energy absorption commands within the current slope control window. The record for prohibited load absorption includes the load type, reason for prohibition, write time, and exit time. After the corresponding candidate load exits the prohibited state, the vehicle controller re-determines whether to write the load absorption capacity based on the load demand status.

[0039] In one embodiment, decomposing the driver's braking request includes: the vehicle controller generating a first regenerative braking component based on the motor feedback boundary and the battery's receptive capacity; when the target deceleration demand corresponding to the driver's braking request is not covered by the first regenerative braking component and the load's absorbable capacity has an acceptable power range, generating a second regenerative braking component and a load energy absorption command; when there is still an uncovered target deceleration demand after the first and second regenerative braking components jointly bear the load, generating a friction braking compensation command; the vehicle controller limiting the rate of decrease of the motor regenerative braking torque command and the rate of increase of the friction braking compensation command according to the braking compensation amount, and ensuring that the two rates meet the same target deceleration demand.

[0040] Braking compensation refers to the amount of deceleration required by friction braking within the current slope control window. When the battery's receptive capacity decreases, the load's absorbable capacity decreases, or the motor's feedback boundary decreases, the vehicle controller synchronously adjusts the motor's regenerative braking torque command and the friction braking compensation command based on the braking compensation amount. The decrease in the motor's regenerative braking torque command and the increase in the friction braking compensation command correspond to the same target deceleration requirement. After the braking control system reports the friction braking intervention status, the vehicle controller writes the friction braking intervention status into the braking compensation amount and updates subsequent commands based on the written braking compensation amount.

[0041] In one implementation, the periodic update includes: when the battery recharge boundary decreases, the motor feedback boundary decreases, the load demand state exits, the remaining slope distance changes beyond a threshold, the target deceleration demand changes, or the braking control system feedback friction braking intervention state changes, the vehicle controller re-determines the braking energy to be absorbed on the slope and updates the recovery capacity ledger; the vehicle controller generates a recovery energy destination record, which includes a window identifier, update time, allocation to the power battery, allocation to the load, records written to prohibited loads, and records borne by friction braking; when multiple updates occur within the same window, the vehicle controller saves the records before and after the update in the order of update time.

[0042] The recovered energy destination record refers to the record generated by the vehicle controller within the current slope control window regarding the recovery energy allocation and braking compensation results. The recovered energy destination record includes the window identifier, update time, trigger reason, battery receivable amount, load absorbable amount, prohibited load absorbability, braking compensation amount, records allocated to the power battery, records allocated to the load, records written to prohibited load absorbability, and records handled by friction braking. When changes occur at battery recharge boundaries, motor feedback boundaries, load demand states, target deceleration demands, or friction braking intervention states, the vehicle controller saves the recovered energy destination records before and after the update in chronological order.

[0043] In an optional embodiment of Example 1, when the vehicle controller generates the energy record to be compensated, it uses the current slope control window as the energy calculation object and calculates the energy in the current slope control window. The system is divided into several energy calculation sub-intervals arranged according to the vehicle's direction of travel, based on at least one of the following: slope change point, remaining slope distance update point, and braking arbitration cycle. The braking energy to be digested in the slope section is mapped to each energy operator interval.

[0044] An energy calculation sub-interval refers to a road segment within the current slope control window used to calculate the braking energy to be absorbed, the battery's acceptable capacity, the load's absorbable capacity, and the braking compensation capacity of the slope segment. Energy calculation sub-intervals are numbered sequentially from the vehicle's current position in the direction of travel. The calculation results for energy calculation sub-intervals that the vehicle has passed are saved as executed records, while the calculation results for energy calculation sub-intervals that the vehicle has not yet entered are saved as pending records.

[0045] In this embodiment, This indicates the sequence number of the current slope section control window. Indicates the index of the energy accounting sub-interval. This indicates the sequence number of the candidate load. The sequence number of the current slope control window is generated by the vehicle controller when the long downhill regenerative braking limited condition flag is formed, and its use ends when the flag is cleared. The sequence number of the energy calculation sub-interval increases in the vehicle's direction of travel. The sequence number of the candidate load is generated in the order of the load list fed back by the thermal management system and vehicle accessories, and is aligned with the load type, load controller address, and load demand status within the same braking arbitration cycle.

[0046] The braking energy to be digested within each energy operator interval is determined according to the following formula: , in, Indicates the first The first current slope control window The braking energy to be digested in each energy accounting sub-interval; Indicates the current slope control window Vehicle mass-related parameters used for energy accounting; Represents gravitational acceleration; Represents the interval of energy operator The equivalent slope angle is taken as positive for the downhill direction; Represents the interval of energy operator The length of the interval; This indicates that the vehicle has entered the energy calculation sub-range. Current vehicle speed at the time; Represents the interval of energy operator The corresponding target speed; Represents the interval of energy operator The energy consumed naturally by vehicle rolling resistance, air resistance, and transmission resistance.

[0047] The units for braking energy to be absorbed on the slope, battery capacity, load capacity, and energy to be compensated are joules; power is measured in watts; vehicle speed in meters per second; section length in meters; and time in seconds. Vehicle mass-related parameters use a mass caliber formed by estimating vehicle curb weight, occupant weight, and load. Target speed is determined by driver braking requests, speed stabilization requests, or downhill speed stabilization control targets. Target deceleration is determined by driver braking requests or deceleration targets fed back by the braking control system. The equivalent slope angle is determined by the slope direction and slope change trend in the slope preview information. Naturally consumed energy is formed by the energy consumption corresponding to vehicle rolling resistance, air resistance, and transmission resistance. If any resistance term is missing, the vehicle controller uses the acquired resistance term to form the naturally consumed energy and writes the missing term status in the boundary snapshot identifier.

[0048] After completing the segmented mapping, the vehicle controller writes the battery's receivable amount, the motor's regenerative energy, and the load's absorbable amount into the power battery carrying capacity record, motor regenerative constraint record, and load carrying capacity record in the recycling carrying capacity ledger, according to the time sequence of the vehicle passing through each energy accounting sub-interval.

[0049] The power battery carrying capacity record refers to the coverable energy record calculated from the battery recharge boundary within the corresponding energy accounting sub-interval and written into the regeneration carrying capacity ledger. The motor feedback constraint record refers to the record calculated from the motor feedback boundary within the corresponding energy accounting sub-interval and used to limit the regenerative braking energy generation capacity. The load carrying capacity record refers to the coverable energy record calculated from the load demand state, acceptable power range, and sustainable absorption duration within the corresponding energy accounting sub-interval and written into the regeneration carrying capacity ledger. The vehicle controller uses the motor feedback constraint record to constrain the upper limit of writing the power battery carrying capacity record and the load carrying capacity record. The energy record to be compensated is formed from the portion of the braking energy to be absorbed on the slope that is not covered by the power battery carrying capacity record and the load carrying capacity record.

[0050] For the same energy accounting sub-range, the energy that the power battery side can cover is written according to the following formula: , in, Represents the interval of energy operator The energy coverage recorded by the power battery is written internally. Represents the interval of energy operator The acceptable battery capacity is calculated from the battery recharge boundary. Represents the interval of energy operator The motor, calculated from the motor feedback boundary, can generate feedback energy.

[0051] When the energy covered by the power battery is lower than the braking energy to be consumed in the energy accounting sub-interval, the vehicle controller continues to write load bearing records within the remaining uncovered energy range. The energy that the load side can cover is determined according to the following formula: , in, Represents the interval of energy operator The energy of the load-bearing record written inside; Represents the interval of energy operator The energy value that the load can absorb is calculated and written into the load demand status, acceptable power range and sustainable absorption duration.

[0052] In one implementation, the battery rechargeable capacity is calculated by converting the allowable recharge power output by the power battery system into the duration the vehicle is expected to pass through the corresponding energy calculation sub-interval. When the battery recharge boundary is represented by the allowable recharge current, the vehicle controller, in conjunction with the bus voltage, converts the allowable recharge current into the allowable recharge power to obtain the battery rechargeable capacity. The regenerative energy generated by the motor is calculated by converting the available regenerative power corresponding to the motor regenerative boundary into the duration the vehicle is expected to pass through the corresponding energy calculation sub-interval.

[0053] After both the power battery load record and the load record are written, the vehicle controller will write the remaining uncovered portion into the energy record to be compensated, and associate this energy record to be compensated with the braking compensation amount. The association method is as follows: , , in, Represents the interval of energy operator The energy to be compensated is recorded in the internal data. Represents the interval of energy operator The corresponding braking compensation power reference; This indicates that the braking control system is in the energy operator interval. The maximum allowable friction braking compensation power; This indicates the vehicle's expected passage through the energy calculation sub-range. The duration; Indicates the current slope control window The minimum conversion time is set internally to prevent the duration from being too short. The calibration time is greater than 0.

[0054] When by The calculated compensation power requirement is higher than At that time, the vehicle controller will according to The system is truncated, and the truncated state is written into the braking compensation amount and the recovery energy destination record. This truncated state is only used to indicate that the friction braking compensation is limited by the current allowable capacity of the braking control system, and does not change the power battery load record and load record that have already been written.

[0055] The energy to be compensated record includes at least the window identifier, energy calculation sub-interval identifier, sub-interval start and end positions, boundary snapshot identifier, braking energy to be digested, power battery load record, load load record, energy to be compensated, and braking compensation power benchmark. The boundary snapshot identifier is used to bind the slope prediction information confidence level, battery recharge boundary, motor feedback boundary, load demand status, and derating factor used in the same braking arbitration cycle. It is only used for record alignment, update rollback, and version traceability and does not participate in energy calculation. The vehicle controller writes the above records sequentially in the order of the energy calculation sub-intervals within the same current slope control window, so that the load results of different energy calculation sub-intervals are saved separately and do not replace each other.

[0056] The window identifier refers to the unique record index generated by the vehicle controller for the current slope control window. The energy calculation sub-interval identifier refers to the record index generated by the vehicle controller for each energy calculation sub-interval within the current slope control window. The boundary snapshot identifier refers to the version index generated by the vehicle controller within the same braking arbitration cycle for slope prediction information confidence, battery recharge boundary, motor feedback boundary, load demand status, and derating factor. The start and end positions of the sub-intervals in the energy to be compensated record are recorded using distances relative to the start point of the current slope control window, and the update time is recorded using the timestamp of the vehicle controller's braking arbitration cycle. The vehicle position corresponding to the update time is determined by the vehicle positioning result and the current vehicle speed; if the vehicle positioning result is missing, it is determined by the current vehicle speed and the accumulated travel distance obtained from the braking arbitration cycle.

[0057] When the slope prediction information confidence level, battery recharge boundary, motor feedback boundary, load demand status, or derating factor are updated within the current slope control window, the vehicle controller retains the load record of the part that the vehicle has already passed as the record before the update. When the update time is within a certain energy calculation sub-interval, the vehicle controller uses the current position of the vehicle as the dividing point, and binds different boundary snapshot identifiers to the part that has been passed and the part that has not been passed in the energy calculation sub-interval. The part that has been passed retains the record before the update, and the part that has not been passed and the energy calculation sub-interval after the update time recalculate the load record and the energy record to be compensated, and use the records before and after the update for energy recovery destination tracing.

[0058] The division interval of the energy calculation sub-interval uses spatial distance as a unified calibration standard. The slope resolution of the navigation map is directly used as the spatial distance. The sampling period of the slope sensor and the braking arbitration period of the vehicle controller are converted into spatial distance according to the larger value between the current vehicle speed and the calibrated minimum vehicle speed. The vehicle controller selects the larger value among the converted spatial distances as the basic division interval. The calibrated minimum vehicle speed refers to the minimum vehicle speed parameter used by the vehicle controller when performing distance conversion at low speeds. It is used to limit the spatial distance conversion result from being too small when the vehicle speed is too low.

[0059] When the gradient change exceeds the gradient change calibration threshold, the remaining slope distance is lower than the remaining distance calibration threshold, or the target vehicle speed decreases beyond the vehicle speed change calibration threshold, the vehicle controller reduces the energy calculation sub-interval length. When the gradient change is lower than the gradient stability calibration threshold and the braking request remains stable within the calibration stability period, the vehicle controller increases the energy calculation sub-interval length. The energy calculation sub-interval length is truncated between the calibrated minimum spatial interval and the calibrated maximum spatial interval; when it is lower than the calibrated minimum spatial interval, it is divided according to the calibrated minimum spatial interval; when it is higher than the calibrated maximum spatial interval, it is divided according to the calibrated maximum spatial interval.

[0060] If the confidence level of the slope prediction information is lower than the calibrated confidence threshold, the vehicle controller uses the most recent effective slope and the current vehicle speed for conservative conversion; the result obtained according to the formula... When writing to the recycling capacity ledger, a derating factor is applied, and the derating value is used as the load absorption capacity for that energy accounting sub-interval participating in the load allocation. The derating factor is bound to the corresponding boundary snapshot identifier and will not be changed for energy accounting sub-intervals that have already been traversed. If the battery recharge boundary is updated to prohibit recharge or the motor feedback boundary is updated to prohibit feedback, then the corresponding energy accounting sub-interval... or Write to zero; any uncovered portions are transferred to the energy record to be compensated.

[0061] The confidence level of the slope preview information is represented by a value from 0 to 1. A higher value indicates greater consistency between the navigation map slope, the road slope sensor output, and the vehicle positioning result. The calibration confidence threshold is an implementation parameter, ranging from 0.6 to 0.9. The derating factor is an implementation parameter, ranging from 0.3 to 1.0. When the confidence level of the slope preview information is lower than the calibration confidence threshold, the vehicle controller reduces the derating factor according to the magnitude of the decrease in confidence level. When the confidence level recovers to above the calibration confidence threshold and remains above the calibration recovery period, the vehicle controller restores the derating factor to 1.0. The calibration recovery period is an implementation parameter, set to 3 to 10 times the braking arbitration period.

[0062] Example 2: Based on Example 1, this example provides a method for determining the acceptable power range and sustainable absorption duration in the new energy vehicle electronic control optimization method; The load absorbability refers to the capacity of a thermal management load or vehicle accessory with actual working requirements to receive and recover energy within the current slope control window; candidate loads are thermal management loads and vehicle accessories that can receive load energy absorption commands. The load demand status includes load type, demand source, current operating status, allowable power limit, current power, accessory power margin, and prohibited operation sign, and is used to determine the acceptable power range and sustainable absorption duration; the demand source includes the vehicle's current status, occupant operating status, and thermal management objectives; the vehicle's current status includes the power battery temperature, motor and electronic control temperature, low-voltage battery voltage, and windshield defogging related status; the occupant operating status includes air conditioning settings, defogging switch, and cabin thermal comfort settings; the thermal management objectives include battery heating objectives, battery cooling objectives, electric drive cooling objectives, cabin defogging objectives, and cabin thermal comfort objectives.

[0063] In one implementation, the vehicle controller determines whether a candidate load has a real working demand based on the load type, demand source, current operating status, and prohibited operation flag. When a candidate load has a real working demand and is not in a prohibited operation state, the vehicle controller determines its acceptable power range and sustainable absorption duration based on the candidate load's current power, allowable power limit, accessory power margin, and corresponding target duration, and writes the corresponding candidate load into the load absorbability. When a candidate load does not have a real working demand, is in a prohibited operation state, or has an acceptable power range of zero, the vehicle controller writes the corresponding candidate load into prohibited absorption loads.

[0064] In an optional embodiment of Example 2, the vehicle controller first determines the actual demand of candidate loads when determining the acceptable power range and sustainable absorption duration of the load. Candidate loads include battery heating loads, battery cooling loads, electric drive cooling loads, cabin defogging loads, cabin thermal comfort loads, low-voltage energy replenishment loads, and high-voltage accessory loads.

[0065] The actual demand for battery cooling load is determined based on the deviation of the highest single-cell battery temperature, the battery pack coolant temperature from the corresponding cooling target, and the battery thermal management target. The actual demand for battery heating load is determined based on the deviation of the lowest single-cell battery temperature from the corresponding heating target, the low-temperature charge / discharge limitation status, and the battery thermal management target. The actual demand for electric drive cooling load is determined based on the deviation of the motor temperature, motor control temperature, coolant temperature from the corresponding electric drive cooling target, and the electric drive temperature limit flag. The actual demand for cabin defogging load is determined based on the defogging switch status, the cabin humidity being higher than the defogging trigger threshold, the windshield fogging status, and the ambient temperature. The actual demand for cabin thermal comfort load is determined based on the deviation between the occupant's set temperature and the cabin temperature, the air conditioning operating mode, and the occupant's operating status. The actual demand for low-voltage charging load is determined based on the low-voltage battery voltage being lower than the charging trigger threshold, the low-voltage battery state of charge, and the DC-DC converter's operating status. The actual demand for high-voltage accessory load is determined based on accessory operation requests, accessory power margin, and accessory target operating duration. The accessory prohibition operation flag participates independently in the subsequent demand establishment flag. The actual demand triggering conditions or actual demand triggering thresholds for each candidate load are marked separately according to the load type, and the same actual demand triggering threshold is not reused across load types.

[0066] The actual demand trigger threshold is an implementation parameter determined by the corresponding candidate load's thermal management target, defogging target, cabin thermal comfort target, low-pressure refueling target, or accessory operation target. The actual demand trigger result for the candidate load is generated within each braking arbitration cycle and, together with the prohibition-of-operation flag within that cycle, forms the demand fulfillment flag. The output of the demand fulfillment flag is used to determine whether the candidate load is included in the load absorbability limit or is prohibited from absorbing loads.

[0067] The vehicle controller converts the actual demand triggering result of the candidate load and the prohibited operation state into a demand fulfillment flag. The conversion method is as follows: , in, Indicates the current slope control window The Middle Energy sub-interval Inner A flag indicating whether a candidate load requirement is met is used; a value of 1 indicates that the requirement is met, and a value of 0 indicates that the requirement is not met. Indicates candidate load In the energy operator interval The actual demand triggering result is triggered by the current vehicle status, occupant operation status, or thermal management target. A value of 1 indicates that the actual demand has been triggered, and a value of 0 indicates that the actual demand has not been triggered. Indicates candidate load In the energy operator interval The "prohibit operation" flag is set to 1, which indicates that operation is prohibited, and 0, which indicates that operation is permitted.

[0068] When the demand assertion flag is in an active state, the vehicle controller reads the current power, hardware-allowed power limit, thermal management target-allowed power limit, accessory system-allowed power limit, and high-voltage bus allocated power limit of the corresponding candidate load, and determines the acceptable power range of the candidate load accordingly: , , in, Indicates candidate load In the energy operator interval The lower limit of the acceptable power within; Indicates candidate load In the energy operator interval The minimum operating power required to maintain actual working needs; Indicates candidate load In the energy operator interval The maximum acceptable power level within the range; Indicates candidate load In the energy operator interval The maximum allowable power is limited by hardware capabilities; Indicates candidate load In the energy operator interval The permissible power limit is defined by thermal management objectives, defogging objectives, cabin thermal comfort objectives, or low-pressure refueling objectives. Indicates candidate load In the energy operator interval The maximum allowable power is limited by the status of the accessory system; Indicates candidate load In the energy operator interval The upper limit of allowable power is determined by the power distribution status of the high-voltage bus.

[0069] The current power is obtained from the power feedback from the controller of the corresponding candidate load or from the voltage and current sampling results. The upper limit of the hardware-permitted power is determined by the hardware capability boundary of the candidate load; the upper limit of the thermal management target-permitted power is determined by the corresponding thermal management target or cabin thermal comfort target; the upper limit of the accessory system-permitted power is determined by the vehicle accessory status; and the upper limit of the high-voltage bus-allocated power is determined by the currently allocable power of the vehicle's high-voltage bus. Within the same braking arbitration cycle, the latest received valid value shall prevail for the above power upper limits; when multiple valid power upper limits exist for the same candidate load within the same braking arbitration cycle, the vehicle controller shall use the smaller power upper limit to determine the acceptable power range.

[0070] when When it is zero, and All are written as zero values, candidate load Write to disable load absorption. When =1 and Greater than or equal to At that time, candidate load The acceptable power range is .when =1 and Less than When this happens, the vehicle controller corrects the acceptable power range of the candidate load to the zero power range, writes the candidate load into the prohibited absorption load list, and writes the corresponding reason into the recovery carrying capacity ledger. The reasons include hardware power limitation, thermal management target withdrawal, insufficient accessory power margin, or high-voltage bus allocation limitation.

[0071] The vehicle controller further determines the sustainable absorption duration of the candidate load based on the target duration, safe allowable time, allowable time for accessory operation, and remaining available time within the current slope control window: , in, Indicates candidate load In the energy operator interval Sustainable absorption duration within; Indicates candidate load The duration of the target is calculated from thermal management targets, defogging targets, cabin thermal comfort targets, low-pressure energy replenishment targets, or accessory operation targets. Indicates candidate load In the energy operator interval The safe allowable time is defined by safety boundaries of temperature, humidity, voltage, current, or duty cycle. Indicates candidate load In the energy operator interval The allowable operating time of the accessory is limited by the continuous operating state permitted by the accessory controller; This indicates the time from the current update until the vehicle leaves the energy operator sub-interval. The remaining time available for load absorption, and Greater than or equal to 0 and less than or equal to the above .

[0072] The target duration, safe allowable time, allowable time for accessory operation, and remaining available time within the current slope control window are all recorded in seconds. The target duration is determined by the target deviation of the corresponding candidate load, the current operating status, and the target exit conditions. The safe allowable time is determined by the temperature, voltage, current, or duty cycle safety boundaries of the corresponding candidate load. The allowable time for accessory operation is determined by the continuous operating status fed back by the candidate load controller. The remaining available time is determined by the vehicle's current position, the end position of the energy calculation sub-section, and the current vehicle speed. If the current vehicle speed is lower than the calibrated minimum vehicle speed, the calibrated minimum vehicle speed is used for conversion.

[0073] The calibration criteria for the target duration are set according to the load type. Battery cooling and electric drive cooling loads are calibrated based on the deviation of temperature above the target temperature, coolant flow rate, and allowable compressor or water pump speed. Battery heating loads are calibrated based on the deviation of temperature below the target temperature and allowable heating film power. Cockpit defogging loads are calibrated based on windshield humidity, fogging detection results, and defogging switch hold status. Cockpit thermal comfort loads are calibrated based on the deviation between cabin temperature and occupant set temperature, fan speed, and air conditioning mode. Low-voltage recharge loads are calibrated based on the deviation of low-voltage battery voltage below the target voltage, low-voltage battery state of charge, and allowable DC-DC converter output current. High-voltage accessory loads are calibrated based on accessory operation request hold time, accessory power margin, and allowable continuous operation time of the accessory controller.

[0074] After determining the acceptable power range and sustainable absorption duration of each candidate load, the vehicle controller converts it into an energy value that can be written into the load's absorbable capacity, and then writes it into the load's absorbable capacity: , in, Represents the interval of energy operator The internal write-in capacity is determined by the amount of energy the load can absorb. Indicates candidate load In the energy operator interval Current power within; Represents the interval of energy operator The set of candidate loads is the sum of the energy values ​​corresponding to the load's absorbability. Included Timely satisfaction , Greater than and Greater than 0.

[0075] The aforementioned acceptable power range and continuous absorption duration are updated according to the vehicle controller's braking arbitration cycle. When the thermal management target is deactivated, the occupants request to turn off the defroster or air conditioning, the low-voltage battery voltage returns to the target voltage range, the accessory prohibition sign is set, or the high-voltage bus power distribution is limited, the vehicle controller will adjust the corresponding candidate load in the next braking arbitration cycle. Set to zero and change the corresponding candidate load from the load absorbable amount to the prohibited absorbable load.

[0076] If a candidate load fails to update its feedback within the calibrated communication cycle or if the accessory controller is in an abnormal state, the vehicle controller adopts a conservative strategy. The calibrated communication cycle is an implementation parameter set to 2-5 times the corresponding candidate load status message cycle. If the candidate load's prohibition-of-operation flag, current power, or safety boundary status cannot be confirmed within the current braking arbitration cycle, the vehicle controller sets the corresponding candidate load's demand fulfillment flag to 0 and writes the acceptable power limit to zero. If the candidate load still reports that it is allowed to operate and the safety boundary status is valid, but the power limit feedback has timed out, the vehicle controller reduces the corresponding candidate load's acceptable power limit to the calibrated safe power, which is greater than or equal to 0 and less than or equal to the candidate load's hardware-allowed power limit. After feedback is restored, the vehicle controller rereads the candidate load's actual demand trigger result, prohibition-of-operation flag, current power, and power limit in the next braking arbitration cycle, and updates the load's absorbable capacity or prohibition of absorbable loads based on the reread results.

[0077] Example 3: Based on Embodiments 1 and 2, this embodiment provides a new energy vehicle electronic control optimization system based on an energy management strategy, such as... Figure 2 As shown, it includes a vehicle controller, a slope prediction interface, a power battery system interface, a motor control system interface, a thermal management system interface, an accessory control interface, a braking control system interface, and a storage unit; The slope prediction interface provides slope prediction information to the vehicle controller; the power battery system interface provides the battery recharge boundary to the vehicle controller; the motor control system interface provides the motor feedback boundary to the vehicle controller; the thermal management system interface and accessory control interface provide the load demand status to the vehicle controller; and the braking control system interface provides the driver's braking request and receives friction braking compensation commands to the vehicle controller. Storage unit storage and recycling capacity ledger; The vehicle controller includes a working condition identification unit, a ledger generation unit, and a braking arbitration unit. The working condition identification unit forms a working condition flag for long downhill regenerative braking limitation. The ledger generation unit divides the current slope control window into energy calculation sub-intervals, generates and updates the recovery bearing capacity ledger based on the slope braking energy to be digested in each energy calculation sub-interval, and generates a record of energy to be compensated. The braking arbitration unit outputs motor regenerative braking torque command, load energy absorption command, and friction braking compensation command based on the recovery load capacity ledger.

[0078] The ledger generation unit establishes a window identifier for each current slope control window in the storage unit, and associates and saves the slope segment's braking energy to be digested, battery receivable amount, motor feedback constraint record, load absorbable amount, prohibited load absorbable amount, energy to be compensated record, braking compensation amount, and recovered energy destination record. After receiving the friction braking intervention status from the brake control system interface, the brake arbitration unit writes the friction braking intervention status into the brake compensation amount and updates the subsequent motor regenerative braking torque command with the written brake compensation amount.

[0079] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0080] Furthermore, those skilled in the art will understand that although some embodiments herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of this application and form different embodiments. For example, all the embodiments above can be used in any combination. The information disclosed in this background section is intended only to enhance the understanding of the general background of this application and should not be construed as an admission or in any way implying that such information constitutes prior art known to those skilled in the art.

Claims

1. A new energy vehicle electric control optimization method based on energy management strategy, characterized in that, include: Acquire slope prediction information, vehicle driving status, driver braking request, battery recharge boundary, motor feedback boundary, and load demand status; When the vehicle controller determines that the vehicle has entered a long downhill regenerative braking restricted condition based on the slope pre-aiming information, the driver's braking request and the battery recharge boundary, it establishes the current slope control window and the regenerative bearing capacity ledger. The current slope control window is divided into energy calculation sub-intervals arranged according to the vehicle's driving direction, based on at least one of the slope change point, the remaining slope distance update point, and the braking arbitration cycle. The braking energy to be digested in the slope is determined based on at least one of the vehicle driving status, the remaining slope distance, the slope change trend, the target vehicle speed, and the target deceleration. Write the battery's receptive capacity, the motor's regenerative energy, and the load's absorbable capacity into the power battery carrying capacity record, motor regenerative constraint record, and load carrying capacity record in the recycling carrying capacity ledger, respectively. Under the constraint of the motor feedback constraint record, the energy to be compensated is generated based on the difference between the braking energy to be digested on the slope and the energy covered by the power battery load record and the load load record, and then associated with the braking compensation amount. Based on the recovery capacity ledger, the driver's braking request is decomposed, and the motor regenerative braking torque command, load energy absorption command, and friction braking compensation command are output. The recovery capacity ledger and the above commands are updated according to at least one change in the battery recharge boundary, motor feedback boundary, and load demand state.

2. The new energy vehicle electric control optimization method based on energy management strategy according to claim 1, characterized in that, The slope prediction information includes at least one of the following: navigation map, road slope sensor, vehicle positioning, or preceding vehicle following recognition information; The attributes of a continuous downhill slope include at least one of the following: slope direction, slope length, remaining slope distance, and slope change trend. When the continuous downhill attribute meets the preset slope conditions, the driver's braking request or speed stabilization request is continuously present, and the battery recharge boundary is lower than the target recovery requirement corresponding to the driver's braking request, the vehicle controller generates a long downhill regenerative braking limited condition flag, and uses the time from the formation of the flag to the time when the continuous downhill state is exited, the remaining slope distance is reduced to zero, or the braking requirement is released as the current slope control window.

3. The new energy vehicle electric control optimization method based on energy management strategy according to claim 1, characterized in that, The acceptable capacity of the battery is determined by at least one of the following: the allowable recharge power output by the power battery system, the allowable recharge current, the upper limit constraint of the state of charge, the single cell voltage constraint, and the temperature limit indicator; the motor feedback boundary is determined by at least one of the following: the maximum feedback torque output by the motor control system, the speed limit, the bus voltage limit, and the motor temperature limit indicator. The vehicle controller converts the battery's receivable capacity into the battery-side allowable feedback torque within the corresponding energy calculation sub-interval, and determines the upper limit of the constraint on the motor regenerative braking torque command under the motor feedback boundary constraint. When the battery recharge boundary is updated to prohibit recharge, restrict recharge, or reduce recharge rate, the vehicle controller lowers the upper limit of the constraint and updates the braking compensation amount.

4. The new energy vehicle electric control optimization method based on energy management strategy according to claim 1, characterized in that, The load absorption capacity refers to the capacity of thermal management loads or vehicle accessories with actual working requirements to receive and recover energy within the current slope control window. Candidate loads are thermal management loads and load objects in vehicle accessories that can receive load energy absorption commands; The load demand status includes load type, demand source, current operating status, allowable power limit, current power, accessory power margin, and prohibited operation sign, and is used to determine the acceptable power range and sustainable absorption duration; the demand source includes the vehicle's current status, occupant operating status, and thermal management objectives; the vehicle's current status includes the power battery temperature, motor and electronic control temperature, low-voltage battery voltage, and windshield defogging related status; the occupant operating status includes air conditioning settings, defogging switch, and cabin thermal comfort settings; the thermal management objectives include battery heating objectives, battery cooling objectives, electric drive cooling objectives, cabin defogging objectives, and cabin thermal comfort objectives.

5. The new energy vehicle electric control optimization method based on energy management strategy according to claim 4, characterized in that, The vehicle controller determines whether a candidate load has a real working requirement based on the load type, demand source, current operating status, and prohibited operation flag. When a candidate load has real working requirements and is not in a prohibited operating state, the vehicle controller determines its acceptable power range and sustainable absorption duration based on the candidate load's current power, allowable power limit, accessory power margin, and corresponding target duration, and writes the corresponding candidate load into the load absorbability. When a candidate load does not have a real working requirement, is in a prohibited operating state, or has an acceptable power range of zero, the vehicle controller will write the corresponding candidate load into the prohibited absorption load.

6. The new energy vehicle electric control optimization method based on energy management strategy according to claim 5, characterized in that, Candidate loads that are written to disable load absorption do not participate in the generation of load absorption commands; When all candidate loads are written as prohibited absorption loads and the battery's receptive capacity is lower than the target recovery requirement corresponding to the driver's braking request, the vehicle controller increases the compensation amount corresponding to the friction braking compensation command.

7. The method for optimizing the electronic control of new energy vehicles based on energy management strategies according to claim 1, characterized in that, Decomposing the driver's braking request includes: the vehicle controller generating a first regenerative braking component based on the motor feedback boundary and the battery's receptive capacity; When the target deceleration demand corresponding to the driver's braking request is not covered by the first regenerative braking component and the load absorbable amount has an acceptable power range, a second regenerative braking component and a load energy absorption command are generated. When there is still an uncovered target deceleration demand after the first and second regenerative braking components have worked together, a friction braking compensation command is generated. The vehicle controller limits the rate of decrease of the motor regenerative braking torque command and the rate of increase of the friction braking compensation command according to the braking compensation amount, and makes the two rates meet the same target deceleration demand.

8. The method for optimizing the electronic control of new energy vehicles based on energy management strategies according to claim 1, characterized in that, The update and recovery capacity ledger and the above instructions include: When the battery recharge boundary decreases, the motor feedback boundary decreases, the load demand state exits, the remaining slope distance changes beyond the threshold, the target deceleration demand changes, or the braking control system feedback friction braking intervention state changes, the vehicle controller re-determines the braking energy to be digested on the slope and updates the recovery load capacity ledger. The vehicle controller generates a record of the destination of recovered energy, which includes a window identifier, update time, allocation to the power battery, allocation to the load, records written to prohibited loads, and records undertaken by friction braking. When multiple updates occur within the same window, the vehicle controller saves the records before and after the update in the order of update time.

9. A new energy vehicle electronic control optimization system based on an energy management strategy, comprising the new energy vehicle electronic control optimization method based on any one of claims 1 to 8, characterized in that, include: Vehicle controller, slope prediction interface, power battery system interface, motor control system interface, thermal management system interface, accessory control interface, braking control system interface, and storage unit; The slope prediction interface provides slope prediction information to the vehicle controller; the power battery system interface provides the battery recharge boundary to the vehicle controller; the motor control system interface provides the motor feedback boundary to the vehicle controller; the thermal management system interface and accessory control interface provide the load demand status to the vehicle controller; and the braking control system interface provides the driver's braking request and receives friction braking compensation commands to the vehicle controller. Storage unit storage and recycling capacity ledger; The vehicle controller includes a working condition identification unit, a ledger generation unit, and a braking arbitration unit. The working condition identification unit forms a working condition flag for long downhill regenerative braking limitation. The ledger generation unit divides the current slope control window into energy calculation sub-intervals, generates and updates the recovery bearing capacity ledger based on the slope braking energy to be digested in each energy calculation sub-interval, and generates a record of energy to be compensated. The braking arbitration unit outputs motor regenerative braking torque command, load energy absorption command, and friction braking compensation command based on the recovery load capacity ledger.

10. The new energy vehicle electronic control optimization system based on energy management strategy according to claim 9, characterized in that, The ledger generation unit establishes a window identifier for each current slope control window in the storage unit, and associates and saves the slope segment's braking energy to be digested, battery receivable amount, motor feedback constraint record, load absorbable amount, prohibited load absorbable amount, energy to be compensated record, braking compensation amount, and recovered energy destination record. After receiving the friction braking intervention status from the brake control system interface, the brake arbitration unit writes the friction braking intervention status into the brake compensation amount and updates the subsequent motor regenerative braking torque command with the written brake compensation amount.

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