Vehicle energy management control system and vehicle

Abstract

The utility model is suitable for vehicle electronic and electrical framework field, provide vehicle energy management control system and vehicle, the application energy management controller is connected with vehicle chassis field, cockpit field, power field and the controller of wisdom driving field, receives the collection information of controller, and control energy management executive component realizes vehicle energy management. When carrying out function change, need not and different supplier coordination other controller's software development and iteration problem, need not add controller and communication system, cost is lower, only need to carry out function extension and update to energy management controller, effectively reduce iteration length, simplify iteration process, and compatibility and expandability are stronger. And on the basis of not increasing controller, utilize multiple field controller to realize vehicle energy management, realize the cross-domain control of vehicle energy management.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle electronic and electrical architecture technology, and particularly relates to vehicle energy management and control system and vehicle. Background Technology

[0002] With the development of automotive intelligence and information technology, the use of electronic control unit (ECU) chips in vehicles is increasing.

[0003] Traditional automotive electrical / electronic architectures (EEA) employ a distributed approach, with each ECU in the vehicle connected via a Controller Area Network (CAN) bus or a Local Interconnect Network (LIN) bus, resulting in increasing complexity of the entire vehicle system.

[0004] However, when automakers add new features to vehicles, they often need to add an ECU and a communication system. Since each ECU is bound to a specific function, it is impossible to achieve complex functions that span multiple ECUs. Utility Model Content

[0005] In view of this, the present invention provides a vehicle energy management control system and vehicle to solve the problem that traditional distributed architectures cannot realize complex functions across multiple ECUs.

[0006] In a first aspect, embodiments of this application provide a vehicle energy management control system, which includes an energy management controller, an energy management execution component, a first controller and a second controller in the chassis domain, a third controller in the cockpit domain, a fourth controller in the power domain, and a fifth controller in the intelligent driving domain. The first controller is a controller that collects energy management enable signals; the second controller is a controller that collects component temperatures in the chassis domain; the third controller is a controller that collects component temperatures in the cabin domain; the fourth controller is a controller that collects component temperatures in the power domain; and the fifth controller is a controller that collects component temperatures in the intelligent driving domain. The input terminals of the energy management controller are connected to the first controller, the second controller, the third controller, the fourth controller, and the fifth controller, respectively, and the output terminal of the energy management controller is connected to the control terminal of the energy management execution unit.

[0007] Beneficial Effects: The energy management controller of this application receives information collected from controllers in the vehicle chassis domain, cabin domain, powertrain domain, and intelligent driving domain, and controls the energy management execution components to achieve vehicle energy management. When making functional changes, there is no need to coordinate software development and iteration issues with different suppliers for other controllers, nor is there a need to add new controllers and communication systems, resulting in lower costs. Only functional expansion and updates to the energy management controller are required, effectively reducing iteration time, simplifying the iteration process, and enhancing compatibility and scalability. Furthermore, without adding controllers, vehicle energy management is achieved using controllers from multiple domains, realizing cross-domain control of vehicle energy management.

[0008] In one optional implementation, the energy management controller includes an energy management enable judgment module, an energy management mode judgment module, and an energy management execution component control module; The input terminal of the energy management enable judgment module is connected to the first controller, and the input terminal of the energy management mode judgment module is connected to the second controller, the third controller, the fourth controller and the fifth controller respectively. The outputs of the energy management enable judgment module and the energy management mode judgment module are both connected to the input of the energy management execution component control module, and the output of the energy management execution component control module is connected to the control terminal of the energy management execution component.

[0009] Beneficial effects: The energy management enable judgment module of this application determines the energy management enable mode of the vehicle based on the energy management enable signal of the first controller. The energy management mode judgment module comprehensively judges the energy management mode of the vehicle based on the temperature information collected by the second, third, fourth and fifth controllers, and controls the energy management execution component through the energy management execution component control module to realize cross-domain control of energy management.

[0010] In one optional implementation, the energy management controller further includes an energy management fault diagnosis module and a fault-tolerant control module; The signal feedback terminal of the energy management actuator is connected to the input terminal of the energy management fault diagnosis module; The output of the energy management execution component control module and the output of the energy management fault diagnosis module are both connected to the input of the fault-tolerant control module, and the output of the fault-tolerant control module is connected to the control terminal of the energy management execution component.

[0011] Beneficial effects: The energy management fault diagnosis module of this application makes fault diagnosis based on the signal feedback from the energy management execution component. The energy management execution component control module controls the energy management execution component based on the judgment results of the energy management enable judgment module and the energy management mode judgment module, and makes fault-tolerant control in combination with the fault diagnosis results of the energy management fault diagnosis module, thereby improving the stability of the system.

[0012] In one alternative implementation, the first controller includes a vehicle controller and a hybrid power controller; The vehicle controller is connected to the vehicle control components and is used to collect the status information of the vehicle control components; wherein, the vehicle control components include at least some of the following: accelerator pedal, brake pedal, door and gear shift mechanism; The hybrid power controller is connected to a relay in the vehicle, and is used to control the state of the relay.

[0013] Beneficial effects: This application collects the status information of the accelerator pedal, brake pedal, door opening and closing and gear shift mechanism of the vehicle through the vehicle controller, sends the energy management enable signal to the energy management controller, and uses the hybrid power controller to control the status of each relay in order to realize vehicle energy management control.

[0014] In one alternative implementation, the second controller includes a microcontroller unit for acquiring the electrically controlled temperature of the motor.

[0015] Beneficial effects: This application utilizes a microcontroller unit to collect the electric temperature signal of the motor and send it to the energy management controller in order to determine the energy management mode that the vehicle should be in.

[0016] In one alternative implementation, the third controller includes an air conditioning control panel for collecting cabin set temperature, actual cabin temperature, and cabin energy management mode.

[0017] Beneficial effects: This application utilizes the air conditioning control panel to collect the actual temperature, set temperature, and energy management mode of the cabin and sends them to the energy management controller in order to determine the energy management mode that the vehicle should be in.

[0018] In one alternative implementation, the fourth controller includes a battery management system for acquiring the average battery temperature and the battery temperature difference.

[0019] Beneficial effects: This application utilizes the battery management system to collect the average temperature and battery temperature difference signals of the battery, and transmits these signals to the energy management controller to determine the energy management mode that the vehicle should be in.

[0020] In one alternative implementation, the fifth controller includes a system-on-a-chip (SoC) for the intelligent driving domain, which is used to acquire chip temperature.

[0021] Beneficial effects: This application utilizes a system-on-a-chip to collect chip temperature and transmit it to the energy management controller, thereby determining the energy management mode that the vehicle should be in.

[0022] In one alternative implementation, the energy management actuator includes at least some of the following: a water pump, a valve, a fan, a heater, a compressor, and a temperature and pressure sensor.

[0023] Beneficial effects: This application utilizes temperature acquisition information from the energy management controller and the controllers in the vehicle chassis domain, cabin domain, power domain, and intelligent driving domain to control the water pump, valves, fan, heater, compressor, and temperature and pressure sensors, thereby achieving cross-domain thermal management control of the vehicle.

[0024] Secondly, embodiments of this application provide a vehicle that includes the vehicle energy management and control system described in the first aspect or any corresponding embodiment. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a structural block diagram of the vehicle energy management and control system provided in the embodiments of this application; Figure 2 This is a schematic diagram of the vehicle domain control partitioning provided in an embodiment of this application; Figure 3 This is a structural block diagram of the vehicle energy management and control system provided in the embodiments of this application. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] In the description of this application, it should be noted that the terms "inner," "upper," "outer," "lower," "underneath," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0029] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "communication" should be interpreted broadly. For example, they can refer to fixed communication, detachable communication, or integral communication; they can refer to mechanical communication or electrical communication; they can refer to direct connection or indirect connection through an intermediate medium; they can refer to communication within two components; and they can refer to wireless communication or wired communication. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0030] The development of automotive intelligence and information technology over the past decade has led to an increasing number of ECU chips used in vehicles. These chips range from traditional engine control systems, airbags, anti-lock braking systems, electric power steering, and electronic stability control systems, to smart instrument panels, entertainment systems, and driver assistance systems, and further to electric drive control, battery management systems, on-board charging systems, as well as the rapidly developing vehicle gateways, telematics boxes (T-BOX), and autonomous driving systems.

[0031] Traditional automotive EEA (Electronic Control Architecture) employs a distributed approach, with all ECUs in the vehicle connected via CAN and LIN buses. Modern cars now contain dozens, even hundreds, of ECUs, leading to increasing system complexity and approaching the limits of traditional distributed control schemes. With the current trends in in-vehicle software and the increasing intelligence and connectivity of automobiles, this ECU-based distributed EEA presents numerous drawbacks and potential problems, such as information silos within the vehicle, low computing power utilization, strong hardware-software coupling, and OEMs' heavy reliance on suppliers.

[0032] According to an embodiment of this application, a vehicle energy management and control system 100 is provided, such as... Figure 1 As shown, the vehicle energy management control system 100 includes: an energy management controller 10, an energy management execution unit 20, a first controller 30 and a second controller 40 in the chassis domain, a third controller 50 in the cabin domain, a fourth controller 60 in the power domain, and a fifth controller 70 in the intelligent driving domain.

[0033] Specifically, the first controller 30 is a controller for collecting energy management enable signals, the second controller 40 is a controller for collecting component temperatures in the chassis domain, the third controller 50 is a controller for collecting component temperatures in the cabin domain, the fourth controller 60 is a controller for collecting component temperatures in the power domain, and the fifth controller 70 is a controller for collecting component temperatures in the intelligent driving domain.

[0034] Furthermore, the input terminal of the energy management controller is connected to the first controller 30, the second controller 40, the third controller 50, the fourth controller 60 and the fifth controller 70 respectively, and the output terminal of the energy management controller is connected to the control terminal of the energy management execution unit 20.

[0035] It should be noted that the energy management enable signal is used to control whether the energy management controller 10 is activated or running. The first controller 30 sends the corresponding energy management enable signal to the energy management controller 10 by collecting the status of the corresponding components in the chassis domain, so as to turn the energy management controller 10 on or off.

[0036] In this embodiment, the energy management controller 10 may be a thermal management system (TMS). After receiving an energy management enable signal sent by the first controller 30, the energy management controller 10 combines the temperature information collected by the second controller 40, the third controller 50, the fourth controller 60 and the fifth controller 70 to control the energy management execution unit 20 to realize the thermal management of the vehicle.

[0037] Because different ECUs come from different suppliers, and different hardware has different embedded software and underlying logic, the vehicle software is actually composed of many independent and incompatible software programs. However, the vehicle energy management control system 100 of this application only utilizes information collected from other domain control ECUs, such as the first controller 30, second controller 40, third controller 50, fourth controller 60, and fifth controller 70. When making functional changes, there is no need to coordinate the software development and iteration of other ECUs with different suppliers, nor is there a need to add a new ECU and communication system for the new functions. Only the core energy management controller 10 needs to be functionally expanded and updated, effectively reducing iteration time, simplifying the iteration process, and providing stronger compatibility and scalability.

[0038] In this embodiment, the first controller 30 and the second controller 40 are centrally controlled by the chassis domain, the third controller 50 is centrally controlled by the cockpit domain, the fourth controller 60 is centrally controlled by the power domain, and the fifth controller 70 is centrally controlled by the intelligent driving domain. Compared to traditional EEA, where each ECU is bound to a specific function, making it impossible to achieve complex functions across multiple ECUs or sensors, this embodiment not only enables energy management across multiple domains with higher computing power utilization, but also allows for stable updates of the built-in software control logic of the energy management controller 10 through over-the-air (OTA) technology, making function updates more convenient.

[0039] The vehicle energy management control system provided in this application embodiment includes an energy management controller 10 that receives information collected from controllers in the vehicle chassis domain, cabin domain, powertrain domain, and intelligent driving domain, and controls the energy management execution unit 20 to achieve vehicle energy management. When making functional changes, there is no need to coordinate software development and iteration issues with different suppliers for other controllers, nor is there a need to add new controllers and communication systems, resulting in lower costs. Only functional expansion and updates to the energy management controller 10 are required, effectively reducing iteration time, simplifying the iteration process, and enhancing compatibility and scalability. Furthermore, without adding additional controllers, vehicle energy management is achieved using controllers from multiple domains, realizing cross-domain control of vehicle energy management.

[0040] In some alternative implementations, see again Figure 1 The energy management controller 10 includes an energy management enable judgment module 101, an energy management mode judgment module 102, and an energy management execution component control module 103. The input terminal of the energy management enable judgment module 101 is connected to the first controller 30, and the input terminals of the energy management mode judgment module 102 are connected to the second controller 40, the third controller 50, the fourth controller 60, and the fifth controller 70, respectively.

[0041] Furthermore, the output terminals of the energy management enable judgment module 101 and the energy management mode judgment module 102 are both connected to the input terminal of the energy management execution component control module 103, and the output terminal of the energy management execution component control module 103 is connected to the control terminal of the energy management execution component 20.

[0042] In this embodiment, the energy management enable judgment module 101 determines the energy management enable mode (e.g., on or off) of the vehicle based on the energy management enable signal of the first controller 30. The energy management mode judgment module 102 comprehensively judges the energy management mode of the vehicle based on the temperature information collected by the second controller 40, the third controller 50, the fourth controller 60 and the fifth controller 70, and controls the energy management execution component 20 through the energy management execution component control module 103 to realize cross-domain control of energy management.

[0043] In some alternative implementations, see again Figure 1 The energy management controller 10 also includes an energy management fault diagnosis module 104 and a fault-tolerant control module 105. The signal feedback terminal of the energy management execution component 20 is connected to the input terminal of the energy management fault diagnosis module 104. The output terminals of both the energy management execution component control module 103 and the energy management fault diagnosis module 104 are connected to the input terminals of the fault-tolerant control module 102. The output terminal of the fault-tolerant control module 105 is connected to the control terminal of the energy management execution component 20.

[0044] In this embodiment, the energy management fault diagnosis module 104 makes a fault diagnosis based on the signal feedback from the energy management execution component 20. The energy management execution component control module 103 controls the energy management execution component 20 based on the results of the judgment by the energy management enable judgment module 101 and the energy management mode judgment module 102, and makes fault-tolerant control based on the fault diagnosis results of the energy management fault diagnosis module 104, thereby improving the stability of the system.

[0045] In some alternative implementations, the energy management execution component 20 includes at least some of the following: a water pump, a valve, a fan, a heater, a compressor, and a temperature and pressure sensor.

[0046] This application utilizes the temperature acquisition information of the energy management controller 10 and the controllers in the vehicle chassis domain, cabin domain, power domain, and intelligent driving domain to control the water pump, valves, fan, heater, compressor, and temperature and pressure sensors, thereby realizing cross-domain thermal management control of the vehicle.

[0047] like Figure 2As shown, the vehicle domain control is mainly divided into the cockpit domain, chassis domain, powertrain domain, and intelligent driving domain, with each domain equipped with a domain controller to achieve centralized control of each domain. Specifically, the chassis domain controller can centrally control controllers such as the Vehicle Control Unit (VCU), Hybrid Control Module (HCM), and Micro-Control Unit (MCU); the cockpit domain controller can centrally control controllers such as the Air Conditioning Control (AC) panel and Body Control Module (BCM); the powertrain domain controller can centrally control controllers such as the Battery Management System (BMS) and Transmission Control Unit (TCU); and the intelligent driving domain controller can centrally control controllers such as the System-on-Chip (SoC). The specific implementation can be adjusted according to the actual scenario, and this application is not limited to this.

[0048] In some alternative implementations, the first controller 30 includes a vehicle controller (VCU) and a hybrid power controller (HCM). The VCU is connected to the vehicle control components and is used to collect status information of the vehicle control components, wherein the vehicle control components include at least some of the following: an accelerator pedal, a brake pedal, a door, and a gear shift mechanism.

[0049] Furthermore, the hybrid power controller (HCM) is connected to a relay in the vehicle, and the HCM is used to control the state of the relay.

[0050] Specifically, the VCU collects various status information such as the accelerator pedal, brake pedal, door opening and closing, and gear shift mechanism to comprehensively determine the passenger's intentions and the vehicle's power status, and sends an energy management enable signal to the energy management controller 10 accordingly. The HCM controls the state of each relay in the vehicle energy management control system based on the VCU's energy management enable signal.

[0051] In this embodiment, the vehicle controller collects the status information of the accelerator pedal, brake pedal, door opening and closing and gear shift mechanism of the vehicle, sends the energy management enable signal to the energy management controller 10, and uses the hybrid power controller to control the status of each relay in order to realize vehicle energy management control.

[0052] In some alternative implementations, the second controller 40 includes a microcontroller unit (MCU) for acquiring the electronically controlled temperature of the motor.

[0053] This application utilizes an MCU to collect the electric temperature signal of the motor and send it to the energy management controller 10 in order to determine the energy management mode that the vehicle should be in.

[0054] In some alternative implementations, the third controller 50 includes an air conditioning control panel for collecting cabin set temperature, actual cabin temperature, and cabin energy management mode.

[0055] This application utilizes the AC panel to collect the actual temperature, set temperature, and energy management mode of the cabin and sends them to the energy management controller 10 in order to determine the energy management mode that the vehicle should be in.

[0056] In some alternative implementations, the fourth controller 60 includes a battery management system (BMS) for acquiring the average battery temperature and the battery temperature difference.

[0057] This application utilizes the BMS to collect the average temperature and battery temperature difference signals of the battery, and transmits these signals to the energy management controller 10 to determine the energy management mode that the vehicle should be in.

[0058] In some alternative implementations, the fifth controller 70 includes a system-on-a-chip (SoC) for the intelligent driving domain, which is used to acquire chip temperature.

[0059] This application utilizes the SoC to collect chip temperature and transmits it to the energy management controller 10, thereby determining the energy management mode that the vehicle should be in.

[0060] In this embodiment, the energy management controller 10 combines the motor's electronic control temperature collected by the MCU, the cabin set temperature collected by the AC panel, the actual cabin temperature and the cabin's energy management mode, the battery average temperature and battery temperature difference collected by the BMS, and the chip temperature collected by the SoC to comprehensively determine the energy management mode that the vehicle should be in.

[0061] Today, intelligent connected vehicles are becoming increasingly complex, with a growing number of sensors. This leads to ever-increasing demands for real-time data transmission and processing, resulting in an exponential increase in the amount of data transmitted through in-vehicle networks. Traditional distributed electronic and electrical architectures using low-speed LIN and CAN buses can no longer provide high-bandwidth communication capabilities, easily leading to communication bandwidth bottlenecks and failing to meet the timeliness requirements of data transmission and processing.

[0062] In this embodiment, the vehicle domain control unit (DCU) divides the entire vehicle into several domains and centrally controls each domain. The vehicle can centrally manage multiple domain controllers, significantly reducing overall vehicle cost and communication pressure, and effectively handling the massive information transmission volume and complex functions of the ECU. This application enables cross-domain management and control, effectively solving the problems of traditional independent ECU architectures, and optimizing the energy management control performance and efficiency of the entire vehicle from an energy management perspective.

[0063] The following section uses a vehicle energy management control system for thermal management as an example to illustrate the solution of this application.

[0064] like Figure 3 As shown, the vehicle energy management control system in this application example mainly involves four parts: energy management enable signals, energy management information signals, energy management component hard-wired signals, and the TMS controller. Among them, the VCU and HCM that transmit energy management enable signals and the MCU that transmits energy management information signals belong to the chassis domain; the AC panel that transmits energy management information signals belongs to the cockpit domain; the BMS belongs to the powertrain domain; and the SoC belongs to the intelligent driving domain.

[0065] The ECUs that transmit energy management enable signals include the VCU and HCM, which send energy management enable signals to the TMS controller to facilitate the TMS controller's energy management enable determination. The ECUs that transmit energy management information signals include the MCU, AC panel, and BMS, which send energy management information signals to the TMS controller to facilitate the TMS controller's energy management mode determination.

[0066] Furthermore, the components that transmit hard-wired signals for energy management include water pumps, valves, fans, PTC heaters, compressors, and temperature and pressure sensors. The signals fed back by these components are transmitted to the TMS controller for energy management fault diagnosis, which is then used by the TMS controller for fault-tolerant control.

[0067] The TMS controller can be divided into 6 modules: energy management enable judgment module, energy management mode judgment module, energy management fault judgment module, high-pressure component control module such as PTC and compressor, low-pressure component control module such as energy management pump, valve and fan, and fault-tolerant control module.

[0068] The TMS controller comprehensively judges the vehicle's energy management enable and energy management mode based on energy management enable signals and energy management information signals, and performs fault diagnosis based on hard-wired signals from energy management components. Based on the results of the energy management enable and energy management mode judgments, the TMS controller controls components such as the PTC, water pump, and valves, and performs fault-tolerant control in conjunction with the energy management fault diagnosis results. Finally, the TMS controller issues commands to control various high-voltage and low-voltage components on the vehicle, achieving cross-domain control of the energy management system.

[0069] When the vehicle starts, the VCU (Vehicle Control Unit) under the energy management enable signal determines the passenger's intention and the vehicle's power status, enabling the energy management control system (e.g., turning it on or off). The HCM (Hydraulic Control Center) checks the relay status, and the TMS (Transmission Management System) controller comprehensively determines the necessary energy management enable based on the information provided by the energy management enable signal. Energy management information signals provide the motor's electronic control temperature, the passenger compartment's set temperature, actual temperature, passenger compartment mode, average battery temperature, battery temperature difference, and chip temperature. The TMS controller comprehensively determines the most suitable energy management mode for the current state based on these signals. The vehicle can be a new energy vehicle.

[0070] For example, in winter when the ambient temperature is low, the vehicle's heat exchanger may frost up. When starting up, the energy management enable signal and energy management information signal will collect the necessary physical parameters of the vehicle at this moment and transmit the necessary signals to the TMS controller. The TMS will automatically identify the frost problem and activate the defrost mode of the energy management system by controlling high and low pressure components such as PTC, compressor, water pump, and valves until the frost on the heat exchanger is completely removed.

[0071] If certain components malfunction, the feedback and fault module will collect fault signals from the hardwired interface. The TMS controller will then perform fault diagnosis. Ultimately, the TMS will comprehensively assess energy management enable, energy management mode, and energy management faults, and implement fault-tolerant control for high and low pressure components such as PTC, compressor, water pump, and valves.

[0072] This application enables cross-domain control of the vehicle energy management system, avoiding the complex wiring and communication burden caused by too many ECUs. It also avoids software incompatibility issues arising from multiple ECUs, improves the computing power utilization of the onboard computer, enhances the compatibility and scalability of the vehicle software, reduces the time and manpower costs required for function iteration, and lowers the overall vehicle manufacturing cost. From an energy management perspective, it optimizes the vehicle's energy management control performance and energy-saving effect.

[0073] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A vehicle energy management control system, characterized in that, The system includes an energy management controller, an energy management execution component, a first controller and a second controller in the chassis domain, a third controller in the cockpit domain, a fourth controller in the powertrain domain, and a fifth controller in the intelligent driving domain. The first controller is a controller that collects energy management enable signals; the second controller is a controller that collects component temperatures in the chassis domain; the third controller is a controller that collects component temperatures in the cabin domain; the fourth controller is a controller that collects component temperatures in the power domain; and the fifth controller is a controller that collects component temperatures in the intelligent driving domain. The input terminals of the energy management controller are connected to the first controller, the second controller, the third controller, the fourth controller, and the fifth controller, respectively, and the output terminal of the energy management controller is connected to the control terminal of the energy management execution unit.

2. The vehicle energy management control system according to claim 1, characterized in that, The energy management controller includes an energy management enable judgment module, an energy management mode judgment module, and an energy management execution component control module; The input terminal of the energy management enable judgment module is connected to the first controller, and the input terminal of the energy management mode judgment module is connected to the second controller, the third controller, the fourth controller and the fifth controller respectively. The outputs of the energy management enable judgment module and the energy management mode judgment module are both connected to the input of the energy management execution component control module, and the output of the energy management execution component control module is connected to the control terminal of the energy management execution component.

3. The vehicle energy management control system according to claim 2, characterized in that, The energy management controller also includes an energy management fault diagnosis module and a fault-tolerant control module; The signal feedback terminal of the energy management actuator is connected to the input terminal of the energy management fault diagnosis module; The output of the energy management execution component control module and the output of the energy management fault diagnosis module are both connected to the input of the fault-tolerant control module, and the output of the fault-tolerant control module is connected to the control terminal of the energy management execution component.

4. The vehicle energy management control system according to any one of claims 1-3, characterized in that, The first controller includes a vehicle controller and a hybrid power controller; The vehicle controller is connected to the vehicle control components, and the vehicle controller is used to collect the status information of the vehicle control components; wherein, the vehicle control components include at least some of the following: accelerator pedal, brake pedal, door, and gear shift mechanism; The hybrid power controller is connected to a relay in the vehicle and is used to control the state of the relay.

5. The vehicle energy management control system according to any one of claims 1-3, characterized in that, The second controller includes a microcontroller unit, which is used to acquire the electronically controlled temperature of the motor.

6. The vehicle energy management control system according to any one of claims 1-3, characterized in that, The third controller includes an air conditioning control panel, which is used to collect the cabin set temperature, the actual cabin temperature, and the cabin energy management mode.

7. The vehicle energy management control system according to any one of claims 1-3, characterized in that, The fourth controller includes a battery management system, which is used to collect the average battery temperature and the battery temperature difference.

8. The vehicle energy management control system according to any one of claims 1-3, characterized in that, The fifth controller includes a system-on-a-chip for the intelligent driving domain, which is used to collect chip temperature.

9. The vehicle energy management control system according to any one of claims 1-3, characterized in that, The energy management actuators include at least some of the following: water pumps, valves, fans, heaters, compressors, and temperature and pressure sensors.

10. A vehicle, characterized in that, The vehicle includes the vehicle energy management control system according to any one of claims 1-9.

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