Electric control energy-saving system and vehicle

Abstract

The utility model relates to an electric control energy-saving system and a vehicle, and the system comprises a central controller which is used for receiving the driving data of the vehicle and the state of a storage battery, generating a battery control signal and a motor control signal based on the driving data and the state of the storage battery, and feeding back the battery control signal to a battery management assembly, the motor control signal is fed back to the driving auxiliary assembly; the battery management assembly comprises a battery sensing module and an energy management module, and the battery sensing module and the energy management module are both used for obtaining the state of the storage battery and sending the state of the storage battery to the central controller; the energy management module is further used for receiving the battery control signal and managing the charging and discharging process of the storage battery based on the battery control signal. The driving auxiliary assembly comprises a road condition sensing module and a driving module, and the road condition sensing module is used for collecting driving data and sending the driving data to the central controller; the driving module is used for receiving the motor control signal and controlling power output of the motor based on the motor control signal.

Description

Technical Field

[0001] The present application relates to the field of vehicle intelligent control technology, and in particular to an electronically controlled energy-saving system and a vehicle. Background Art

[0002] With the widespread use of traditional fuel vehicles, energy shortages and environmental pollution are becoming increasingly serious. Traditional energy sources like oil have limited reserves, and burning oil produces large amounts of greenhouse gases and pollutants such as carbon dioxide, nitrogen oxides, and particulate matter, significantly impacting global climate and air quality. Therefore, the development of new energy vehicles has become a crucial way to alleviate energy and environmental pressures.

[0003] The development of new energy technologies is mainly reflected in the progress of battery technology: the continuous development of new battery technologies such as lithium-ion batteries has improved the energy density, driving range and safety of batteries, providing key support for the development of new energy vehicles; the improvement of motor technology: the continuous improvement of motor technologies such as permanent magnet synchronous motors and AC asynchronous motors has improved the efficiency, power density and reliability of motors and reduced costs, but the power system of new energy vehicles cannot accurately control the power output of the motor, which makes the vehicle unable to perform automatic energy distribution, resulting in energy waste. Utility Model Content

[0004] Based on this, an electronically controlled energy-saving system and a vehicle are provided to solve the problem in related technologies that vehicles cannot perform automatic energy distribution, resulting in energy waste.

[0005] In one aspect, an electronically controlled energy-saving system is provided, comprising: a central controller, a battery management component, and a driving assistance component, wherein the central controller is connected to the battery management component and the driving assistance component respectively;

[0006] The central controller is configured to receive driving data and a battery status of the vehicle, generate a battery control signal and a motor control signal based on the driving data and the battery status, and feed the battery control signal back to the battery management component and feed the motor control signal back to the driving assistance component;

[0007] The battery management component includes a battery sensing module and an energy management module, both of which are used to obtain the battery status and send the battery status to the central controller; the energy management module is also used to receive the battery control signal and manage the battery charging and discharging process based on the battery control signal;

[0008] The driving assistance component includes a road condition sensing module and a drive module. The road condition sensing module is used to collect the driving data and send the driving data to the central controller; the drive module is used to receive the motor control signal and control the power output of the motor based on the motor control signal.

[0009] In one embodiment, the battery sensing module includes: a protection current module, the protection current module includes a plurality of first current transformers, one end of the first current transformer is connected in series with the central controller, and the other end of the first current transformer is connected to the ground wire;

[0010] The protection current module is used to detect the battery current and trigger the protection device when the battery current exceeds the current threshold.

[0011] In one embodiment, the battery sensing module further includes: a current and power monitoring module, the current and power monitoring module including a plurality of second current transformers, one end of each of the plurality of second current transformers being connected in series with the central controller, the other ends of each of the plurality of second current transformers being connected to a ground wire, and each closed-loop module of each of the plurality of second current transformers being connected in series with an active energy meter and an ammeter;

[0012] The active energy meter is used to detect the power consumption of the battery and send the power consumption to the central controller;

[0013] The ammeter is used to detect the current of the battery and send the current to the central controller.

[0014] In one embodiment, the battery sensing module further includes: a temperature monitoring module, the temperature monitoring module including a zero-sequence mutual inductor, one end of the zero-sequence mutual inductor is connected in series to the central controller, the other end of the zero-sequence mutual inductor is connected to a ground wire, a thermal sensor is connected in series within a branch of the zero-sequence mutual inductor, the thermal sensor is in contact with the battery, and is connected to the central controller via a wire;

[0015] The zero-sequence mutual inductor is used to detect the ground leakage current in the battery and send the ground leakage current to the central controller;

[0016] The thermal sensor is used to detect the battery temperature and send the battery temperature to the central controller.

[0017] In one embodiment, the central controller is configured to:

[0018] When the received battery temperature is greater than a first preset threshold, starting a battery cooling system;

[0019] Under the condition that the battery temperature is lower than a second preset threshold, the battery heating system is started, wherein the first preset threshold is higher than the second preset threshold.

[0020] In one embodiment, the energy management module includes: a battery and a control module, wherein the battery is connected to the central controller via a wire, one end of the control module is connected to the central controller via a wire, and the other end of the control module is connected to the power transmission end;

[0021] The battery is used to send a state of charge value to the central controller;

[0022] The control module is used to receive the battery control signal and charge or discharge the battery according to the battery control signal.

[0023] In one embodiment, the road condition sensing module includes: a pressure-sensitive sensor and a video module, wherein the pressure-sensitive sensor is fixedly connected to the buffer portion of the vehicle, the video module is fixedly connected to the front end of the vehicle, the pressure-sensitive sensor is connected to the central controller via a wire, and the video module is connected to the central controller via a wire;

[0024] The pressure-sensitive sensor is used to obtain the brake hydraulic pressure of the vehicle and send the brake hydraulic pressure to the central controller;

[0025] The video module is used to obtain the driving conditions of the vehicle and send the driving conditions to the central controller.

[0026] In one embodiment, the driving module includes: a motor controller and a motor, wherein the motor controller is connected to the central controller via a wire, and the motor is connected to the motor controller via a wire;

[0027] The motor controller is configured to receive the motor control signal and adjust the output power and rotational speed of the motor based on the motor control signal.

[0028] In one embodiment, the central controller is further configured to:

[0029] Acquire the driving mode of the vehicle, and generate a target battery control signal and a target motor control signal based on the driving mode, the driving data and the battery status, and feed back the target battery control signal to the battery management component and the target motor control signal to the driving assistance component.

[0030] On the other hand, a vehicle is provided, comprising the above-mentioned electronically controlled energy-saving system.

[0031] The above-mentioned electronically controlled energy-saving system receives the vehicle's driving data and battery status through a central controller, generates battery control signals and motor control signals, and feeds back the battery control signals to the battery management component so that the battery management component manages the battery charging and discharging process according to the battery control signals, optimizes the distribution and utilization of energy, and feeds back the motor control signals to the driving assistance component so that the driving assistance component controls the power output of the motor according to the motor control signals to achieve optimal energy efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 Schematic diagram of the structure of an electric control energy-saving system in one embodiment;

[0033] Figure 2 A circuit diagram of a battery sensing module in one embodiment;

[0034] Figure 3 is a circuit diagram of an energy management module in one embodiment;

[0035] Figure 4 A schematic diagram of the structure of a vehicle.

[0036] The figures are as follows: 1. Central controller, 2. Battery management component, 3. Driving assistance component, 4. Communication module, 5. Battery sensing module, 6. Energy management module, 7. Protection current module, 8. Current and power monitoring module, 9. Temperature monitoring module, 10. First current transformer, 11. Second current transformer, 12. Active energy meter, 13. Ammeter, 14. Zero-sequence transformer, 15. Thermistor, 16. Battery, 17. Control module, 18. Road condition sensing module, 19. Drive module. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0038] It should be noted that the illustrations provided in this embodiment are only used to schematically illustrate the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0039] The structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with the art. They are not intended to limit the conditions under which the present invention can be implemented and therefore have no substantive technical significance. Any structural modifications, changes in proportions, or adjustments in sizes shall still fall within the scope of the technical contents disclosed in this utility model without affecting the efficacy and objectives that can be achieved by the present utility model.

[0040] Terms such as "upper," "lower," "left," "right," "center," "longitudinal," "transverse," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification to indicate positions or locations are based on those shown in the accompanying drawings and are intended solely for ease of description. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] The development of new energy technologies is mainly reflected in the progress of battery technology: the continuous development of new battery technologies such as lithium-ion batteries has improved the energy density, driving range and safety of batteries, providing key support for the development of new energy vehicles; the improvement of motor technology: the continuous improvement of motor technologies such as permanent magnet synchronous motors and AC asynchronous motors has improved the efficiency, power density and reliability of motors and reduced costs, but the power system of new energy vehicles cannot accurately control the power output of the motor, which makes the vehicle unable to perform automatic energy distribution, resulting in energy waste.

[0042] Based on this, an embodiment of the present application provides an electronically controlled energy-saving system that combines the vehicle's driving data and battery status to generate battery control signals and motor control signals, manages the battery's charging and discharging process according to the battery control signal, and controls the motor's power output according to the motor control signal, thereby optimizing energy distribution and utilization and achieving optimal energy efficiency.

[0043] Figure 1 This is a structural diagram of an electronically controlled energy-saving system in an embodiment, including a central controller 1, a battery management component 2, and a driving assistance component 3, wherein the central controller 1 is connected to the battery management component 2 and the driving assistance component 3 respectively, the battery management component 2 includes a battery sensing module 5 and an energy management module 6, and the driving assistance component 3 includes a road condition sensing module 18 and a drive module 19.

[0044] Exemplarily, the central controller 1 uses a high-performance microprocessor to receive the vehicle's driving data and battery status, and generate battery control signals and motor control signals based on the driving data and battery status, and feed back the battery control signal to the battery management component 2 and the motor control signal to the driving assistance component 3; wherein the driving data includes driving speed, driving road conditions, and brake hydraulic pressure, and the battery status includes power consumption, charging current, discharging current, and state of charge (SOC) value.

[0045] Optionally, the central controller 1 may also generate a battery control signal and a motor control signal based on driving data, battery status and a preset energy-saving strategy to improve energy-saving efficiency.

[0046] Exemplarily, the battery management component 2 is linked with the central controller 1 to optimize the distribution and utilization of energy, including a battery sensing module 5 and an energy management module 6. Both the battery sensing module 5 and the energy management module 6 are used to obtain the battery status (the battery sensing module 5 is used to obtain the battery status such as the power consumption, charging current, and discharge current, and the energy management module 6 is used to obtain the SOC value) and send the battery status to the central controller 1; the energy management module 6 is also used to receive the battery control signal and manage the battery charging and discharging process based on the battery control signal.

[0047] Exemplarily, the driving assistance component 3 is linked with the central controller 1 to achieve optimal energy efficiency, and includes a road condition sensing module 18 and a drive module 19. The road condition sensing module 18 is used to collect driving data and send the driving data to the central controller 1; the drive module 19 is used to receive motor control signals and control the power output of the motor based on the motor control signals.

[0048] The above-mentioned electronically controlled energy-saving system receives the vehicle's driving data and battery status through a central controller, generates battery control signals and motor control signals, and feeds back the battery control signals to the battery management component so that the battery management component manages the battery charging and discharging process according to the battery control signals, optimizes the distribution and utilization of energy, and feeds back the motor control signals to the driving assistance component so that the driving assistance component controls the power output of the motor according to the motor control signals to achieve optimal energy efficiency.

[0049] Figure 2 The circuit diagram of the battery sensing module 5 in one embodiment includes a protection current module 7, a current and power monitoring module 8 and a temperature monitoring module 9. Figure 2In the figure, 52D-X (X=1, 3, 4, 5, 6, 8, 10, 11, 15, 16) represents a brake (each brake corresponds to a current threshold, which can be set according to the transformation ratio of the current transformer and is not limited here), TAi (i=1, 3, 4, 6, 8) represents the abbreviation of current transformer, and H1-H14 represent multiple terminals in the H terminal block of the central controller 1.

[0050] The protection current module 7 includes a plurality of first current transformers 10 ( Figure 2 In the example of two first current transformers 10, one end of the first current transformer 10 is connected in series with the first terminal of the central controller 1 (eg Figure 2 As shown, one end of a first current transformer 10 is connected in series with H1 of the central controller 1, and one end of another first current transformer 10 is connected in series with H5 of the central controller 1. The other end of the first current transformer 10 is connected to the ground wire. The current transformer is an instrument that converts a large primary current into a small secondary current for measurement based on the principle of electromagnetic induction.

[0051] The protection current module 7 is used to detect the battery current and trigger the protection device when the battery current exceeds the current threshold, wherein the battery current includes the battery charging current and the battery discharging current.

[0052] like Figure 2 As shown, after the battery current is converted by TA1 and output by H1, the current will pass through 52D-1. When the current exceeds the current threshold of 52D-1, 52D-1 will generate a braking signal and send it to the central controller 1, so that the central controller 1 triggers the protection device.

[0053] If the current does not exceed the current threshold of 52D-1, the current will be converted again through the first current transformer 10, and a portion of the current will be grounded. The other portion of the current will first pass through 52D-5. If the other portion of the current does not exceed the current threshold of 52D-5, it will then pass through 52D-4 (if the other portion of the current exceeds the current threshold of 52D-5, 52D-5 will generate a braking signal and send it to the central controller 1, causing the central controller 1 to trigger the protection device). If the other portion of the current does not exceed the current threshold of 52D-4, it will finally pass through H2 and be input into the central controller 1 (if the other portion of the current exceeds the current threshold of 52D-4, 52D-4 will generate a braking signal and send it to the central controller 1, causing the central controller 1 to trigger the protection device).

[0054] Based on the above system, the battery is protected from running safely through current transformers and brakes, avoiding the impact of excessive current on the battery life.

[0055] The current and power monitoring module 8 includes a plurality of second current transformers 11 ( Figure 2 Only two second current transformers 11 are used as an example for illustration), one end of each of the second current transformers 11 is connected in series with the first terminal of the central controller 1, and the other end of each of the second current transformers 11 is connected to the ground wire, and each closed-loop module of each of the second current transformers 11 is connected in series with the active energy meter 12 and the ammeter 13. Figure 2 As shown, one end of a second current transformer 11 is connected in series with H7 of the central controller 1 , and its closed-loop module is connected in series with the active energy meter 12 ; one end of another second current transformer 11 is connected in series with H11 of the central controller 1 , and its closed-loop module is connected in series with the ammeter 13 .

[0056] The active energy meter 12 is used to detect the power consumption of the battery and send the power consumption to the central controller 1.

[0057] like Figure 2 As shown, when the battery current is converted by TA4, output by H7 and braked by 52D-8 and flows into the active energy meter 12, it will drive the aluminum disk in the active energy meter 12 to rotate. Every 720 rotations of the aluminum disk indicate that one kilowatt-hour of electricity has been consumed. Alternatively, when the battery current is converted by TA4, output by H7 and braked by 52D-8 and flows into the active energy meter 12, it will drive the LED light of the active energy meter 12 to flash. Every 1600 flashes of the LED light indicate that one kilowatt-hour of electricity has been consumed, and the power consumption is sent to the central controller 1.

[0058] Then, the current passing through the active energy meter 12 is converted by the second current transformer 11, a part of the current is grounded, and the other part of the current is braked by 52D-10 and then input into the central controller 1 through H8.

[0059] The ammeter 13 is used to detect the current of the battery and send the current to the central controller 1.

[0060] like Figure 2 As shown, after the battery current is converted by TA6, it is output to ammeter 13 through H11. Ammeter 13 indicates the current magnitude and sends the current magnitude to central controller 1. Then, after the current passing through ammeter 13 is converted by the second current transformer 11, part of the current is grounded, and the other part is braked by 52D-11 and input to central controller 1 through H12.

[0061] Through the above system, the battery's power consumption is obtained based on the active power meter, and the battery's current is obtained based on the power meter, so that the central controller can manage the battery's charging and discharging process in a timely manner based on the battery's power consumption and current to avoid affecting the battery's performance.

[0062] The temperature monitoring module 9 includes a zero-sequence mutual inductor 14, one end of which is connected in series with the first terminal of the central controller 1 (e.g. Figure 2 As shown, one end of the zero-sequence transformer 14 is connected in series with H13 of the central controller 1, and the other end of the zero-sequence transformer 14 is connected to the ground wire. A thermal sensor 15 is connected in series in the branch of the zero-sequence transformer 14. The thermal sensor 15 is in contact with the battery and is connected to the first terminal of the central controller 1 through a wire.

[0063] The zero-sequence transformer 14 is used to detect the ground leakage current in the battery and send the ground leakage current to the central controller 1.

[0064] like Figure 2 As shown, after the battery current is converted by TA8, it is output to the zero-sequence transformer 14 through H13. Zero-sequence transformer 14 detects the ground leakage current and sends it to the central controller 1. Then, part of the current passing through the zero-sequence transformer 14 is grounded, and the other part is braked by 52D-16 before being input to the central controller 1 through H14.

[0065] The thermal sensor 15 is used to detect the battery temperature and send the battery temperature to the central controller 1.

[0066] Through the above system, the ground leakage current in the battery is detected based on the zero-sequence mutual inductor, which can prevent high voltage runaway. At the same time, the battery temperature is monitored based on the thermistor to avoid battery performance degradation and shortened life due to excessively high or low temperature.

[0067] In one embodiment, the central controller 1 is further configured to activate the battery cooling system if the received battery temperature is greater than a first preset threshold; and to activate the battery heating system if the battery temperature is less than a second preset threshold, thereby preventing battery performance degradation and lifespan reduction due to excessively high or low temperatures. The first preset threshold is greater than the second preset threshold, and the first and second preset thresholds can be determined based on empirical values, which are not limited in this application.

[0068] Figure 3 The circuit diagram of the energy management module 6 in one embodiment includes a battery 16 and a control module 17. Figure 3 In the figure, 52D-Y (Y=31, 48, 75) represents the brake, D1, D2 and D3 represent the three terminals in the D terminal block of the central control 1, GD1 and GD11 represent the abbreviations of the two output terminals of the gate driver (Gate Driver), and K represents the abbreviation of the switch.

[0069] The battery 16 is connected to the second terminal of the central controller 1 through a wire, one end of the control module 17 is connected to the second terminal of the central controller through a wire, and the other end of the control module 17 is connected to the power transmission end. Figure 3 As shown, the battery 16 is connected to D1, D2 and D3 of the central controller 1 through wires, one end of the control module 17 is connected to D1 and D2 of the central controller through wires, and the other end of the control module 17 is connected to GD1 and GD11 respectively.

[0070] The battery 16 is used to send the SOC value to the central controller 1;

[0071] The control module 17 is used to receive the battery control signal and charge or discharge the battery according to the battery control signal.

[0072] like Figure 2 As shown, the control module 17 determines that the battery needs to be charged according to the battery control signal, and selects GD1 according to the battery control signal, then closes the switch corresponding to GD1 and opens the switch corresponding to GD2, so that the current input by GD1 is braked by 52D-31 and then charges the battery 16 through D1.

[0073] Through the above system, the control module charges or discharges the battery based on the battery control signal sent by the central controller, optimizing the distribution and utilization of energy.

[0074] Optionally, you can also choose a suitable charging time based on the load of the power grid to reduce charging costs.

[0075] In one embodiment, the road condition sensing module 18 includes a pressure-sensitive sensor and a video module. The pressure-sensitive sensor is fixed to the buffer part of the vehicle, and the video module is fixed to the front end of the vehicle. The pressure-sensitive sensor is connected to the central controller 1 through a wire, and the video module is connected to the central controller 1 through a wire.

[0076] The pressure-sensitive sensor is used to obtain the vehicle's brake hydraulic pressure and send the brake hydraulic pressure to the central controller 1; the video module 2 is used to obtain the vehicle's driving conditions and send the driving conditions to the central controller 1.

[0077] Through the above system, the vehicle's brake hydraulic pressure and driving road conditions are obtained based on the pressure-sensitive sensor and video module, so that the central controller can control the power output based on the vehicle's brake hydraulic pressure and driving road conditions to achieve optimal energy efficiency.

[0078] In one embodiment, the driving module 19 includes a motor controller and a motor. The motor controller is connected to the central controller 1 via a wire, and the motor is connected to the motor controller via a wire.

[0079] The motor controller is used to receive the motor control signal and adjust the output power and speed of the motor based on the motor control signal.

[0080] For example, when driving at a constant speed on a flat road, the motor output power is reduced to reduce energy consumption; when climbing a slope, the motor output power is increased to ensure the vehicle's dynamic performance. Furthermore, the central controller 1 can use driving data and artificial intelligence algorithms to predict road conditions ahead, adjust the vehicle's driving state in advance, and reduce unnecessary acceleration and deceleration.

[0081] Through the above system, the motor controller adjusts the output power and speed of the motor based on the motor control signal sent by the central controller to achieve optimal energy efficiency.

[0082] In one embodiment, Figure 1 As shown, the electronically controlled energy-saving system further includes a communication module 4 for realizing communication between the system and other components of the vehicle and external devices for remote monitoring and data analysis.

[0083] Based on the above-mentioned electronically controlled energy-saving system, energy management optimization, power system coordinated control and thermal management optimization can be achieved.

[0084] Energy Management Optimization: The central controller precisely controls the battery's output power based on the vehicle's various driving conditions, including acceleration, deceleration, constant speed, climbing, and descending. During acceleration, it quickly responds to the driver's needs, providing sufficient energy to maintain the vehicle's dynamic performance. During deceleration or descents, it promptly converts the vehicle's kinetic energy into electrical energy and recycles it into the battery, improving energy recovery efficiency and thus increasing range. Intelligent charging control is also implemented. During the charging process, the charging current and voltage are optimized based on the battery status and the characteristics of the charging equipment, preventing overcharging or over-discharging and extending the battery's lifespan.

[0085] Powertrain collaborative control: The coordinated operation of the motor and drive module enables efficient coordination between the motor and engine in hybrid vehicles. Under different driving conditions, the output power of the motor and engine is rationally allocated, allowing them to work together and leverage their respective strengths.

[0086] Thermal management optimization: Battery performance and lifespan are significantly affected by temperature. The battery sensing module monitors and controls battery temperature in real time. In low-temperature environments, the battery heating function can be activated to improve battery performance; in high-temperature environments, the cooling system can be activated to reduce battery temperature and ensure battery safety and performance.

[0087] In one embodiment, the battery and motor can also be controlled in combination with the vehicle's driving mode, driving data and battery status to optimize energy distribution and utilization and achieve optimal energy efficiency.

[0088] Exemplarily, the central controller 1 is also used to obtain the vehicle's driving mode (which can automatically identify different driving modes), and generate a target battery control signal and a target motor control signal based on the driving mode, driving data and battery status, as well as feed back the target battery control signal to the battery management component and feed back the target motor control signal to the driving assistance component, thereby adjusting the vehicle's power output and energy management strategy according to the characteristics of the mode.

[0089] The vehicle's optional driving modes include Economy, Sport, and Comfort. In Economy mode, the vehicle's acceleration response becomes smoother to reduce energy consumption; in Sport mode, the vehicle's power output is stronger, but energy consumption also increases accordingly; in Comfort mode, the vehicle's power output is stronger (lower than Sport mode), but energy consumption also increases accordingly.

[0090] The electronically controlled energy-saving system can serve as an execution carrier of the circuit structure. For example, each component can be configured as a component of the product, and the connection between each component can be configured as a determined connection relationship between the components of the product. Signals can be collected, processed and output through the components of the product to realize the automatic energy distribution function.

[0091] The present application also provides a vehicle, see Figure 4 , Figure 4 Figure 1 is a schematic diagram of the structure of a vehicle. Figure 4 As shown, the vehicle includes an electronically controlled energy-saving system 401 .

[0092] The electronically controlled energy-saving system 401 is used to collect the vehicle's driving data and battery status, and manage the battery charging and discharging process based on the driving data and battery status, optimize the distribution and utilization of energy, and automatically adjust the output power and speed of the motor based on the driving data and battery status to achieve optimal energy efficiency.

[0093] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0094] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. An electric control energy-saving system, characterized in that: The system includes: a central controller, a battery management component and a driving assistance component, wherein the central controller is connected to the battery management component and the driving assistance component respectively; The central controller is configured to receive driving data and a battery status of the vehicle, generate a battery control signal and a motor control signal based on the driving data and the battery status, and feed the battery control signal back to the battery management component and feed the motor control signal back to the driving assistance component; The battery management component includes a battery sensing module and an energy management module, both of which are used to obtain the battery status and send the battery status to the central controller; the energy management module is also used to receive the battery control signal and manage the battery charging and discharging process based on the battery control signal; The driving assistance component includes a road condition sensing module and a drive module. The road condition sensing module is used to collect the driving data and send the driving data to the central controller; the drive module is used to receive the motor control signal and control the power output of the motor based on the motor control signal.

2. The system according to claim 1, wherein: The battery sensing module includes: a protection current module, the protection current module includes a plurality of first current transformers, one end of the first current transformer is connected in series with the central controller, and the other end of the first current transformer is connected to the ground wire; The protection current module is used to detect the battery current and trigger the protection device when the battery current exceeds the current threshold.

3. The system according to claim 1, wherein: The battery sensing module further includes: a current and power monitoring module, the current and power monitoring module including a plurality of second current transformers, one end of each of the plurality of second current transformers being connected in series with the central controller, the other ends of each of the plurality of second current transformers being connected to a ground wire, and each closed-loop module of each of the plurality of second current transformers being connected in series with an active energy meter and an ammeter; The active energy meter is used to detect the power consumption of the battery and send the power consumption to the central controller; The ammeter is used to detect the current of the battery and send the current to the central controller.

4. The system according to claim 1, wherein: The battery sensing module further includes: a temperature monitoring module, the temperature monitoring module including a zero-sequence mutual inductor, one end of the zero-sequence mutual inductor is connected in series to the central controller, the other end of the zero-sequence mutual inductor is connected to the ground wire, a thermal sensor is connected in series within a branch of the zero-sequence mutual inductor, the thermal sensor is in contact with the battery, and is connected to the central controller via a wire; The zero-sequence mutual inductor is used to detect the ground leakage current in the battery and send the ground leakage current to the central controller; The thermal sensor is used to detect the battery temperature and send the battery temperature to the central controller.

5. The system according to claim 4, characterized in that The central controller is used to: When the received battery temperature is greater than a first preset threshold, starting a battery cooling system; Under the condition that the battery temperature is lower than a second preset threshold, the battery heating system is started, wherein the first preset threshold is higher than the second preset threshold.

6. The system according to claim 1, wherein: The energy management module includes: a battery and a control module, the battery is connected to the central controller via a wire, one end of the control module is connected to the central controller via a wire, and the other end of the control module is connected to the power transmission end; The battery is used to send a state of charge value to the central controller; The control module is used to receive the battery control signal and charge or discharge the battery according to the battery control signal.

7. The system according to claim 1, wherein: The road condition sensing module includes: a pressure-sensitive sensor and a video module, wherein the pressure-sensitive sensor is fixedly connected to the buffer portion of the vehicle, the video module is fixedly connected to the front end of the vehicle, the pressure-sensitive sensor is connected to the central controller via a wire, and the video module is connected to the central controller via a wire; The pressure-sensitive sensor is used to obtain the brake hydraulic pressure of the vehicle and send the brake hydraulic pressure to the central controller; The video module is used to obtain the driving conditions of the vehicle and send the driving conditions to the central controller.

8. The system according to claim 1, wherein: The driving module includes: a motor controller and a motor, wherein the motor controller is connected to the central controller via a wire, and the motor is connected to the motor controller via a wire; The motor controller is configured to receive the motor control signal and adjust the output power and rotational speed of the motor based on the motor control signal.

9. The system according to claim 1, wherein: The central controller is also used for: Acquire the driving mode of the vehicle, and generate a target battery control signal and a target motor control signal based on the driving mode, the driving data and the battery status, and feed back the target battery control signal to the battery management component and the target motor control signal to the driving assistance component.

10. A vehicle, characterized in that: The vehicle includes the electronically controlled energy-saving system as described in any one of claims 1-9.

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