CN214928985U - New energy vehicle cruise control device - Google Patents

Abstract

Translated fromChinese

本实用新型实施例中公开了一种新能源车定速巡航装置，该新能源车的控制系统包括前驱装置和车速控制模块，所述前驱装置包括行驶装置、中央处理器、磁刹装置、制动装置、电路协调部件以及电池，其中：所述中央处理器与所述行驶装置、所述制动装置及所述电路协调部件连通，所述磁刹装置分别与所述制动装置及所述电池连通，所述电池还与所述电路协调部件连通；所述车速控制模块根据高稳时钟源及车速信号进行车速控制。本实用新型提供的新能源车定速巡航装置其制动采用磁刹，可以使得刹车过程更加缓和，提高用户体验感，并且，本方案提供的车速控制模块采用高稳时钟源，使得车速控制更加精准，定速巡航更加安全。

An embodiment of the present utility model discloses a constant speed cruise device for a new energy vehicle. The control system of the new energy vehicle includes a front drive device and a vehicle speed control module. The front drive device includes a traveling device, a central processing unit, a magnetic brake device, A braking device, a circuit coordination component and a battery, wherein: the central processing unit is in communication with the traveling device, the braking device and the circuit coordination component, and the magnetic braking device is respectively connected with the braking device and the circuit coordination component. The battery is in communication, and the battery is also in communication with the circuit coordination component; the vehicle speed control module performs vehicle speed control according to a high stability clock source and a vehicle speed signal. The braking of the constant speed cruise device of the new energy vehicle provided by the utility model adopts the magnetic brake, which can make the braking process more gentle and improve the user experience. Moreover, the vehicle speed control module provided by this solution adopts a high-stable clock source, which makes the vehicle speed control more efficient. Precise, cruise control is safer.

Description

New energy vehicle cruise control device

Technical Field

The utility model relates to a new forms of energy car technical field, concretely relates to new forms of energy car cruise control device.

Background

The new energy vehicle is a vehicle which adopts unconventional vehicle fuel as a power source (or adopts conventional vehicle fuel and a novel vehicle-mounted power device), integrates advanced technologies in the aspects of power control and driving of the vehicle, and has advanced technical principle, new technology and new structure. Wherein, the new energy vehicle comprises a new energy automobile, an electric flat car, a scooter and the like.

Along with the development of science and technology, in order to alleviate driver's the burden of driving, can install constant speed cruise system additional on the new energy automobile for the new energy automobile realizes the constant speed cruise function, but among the prior art, the brake equipment of general new energy automobile all adopts the dish to stop, and the dish is stopped and is used in the constant speed cruise function, and the condition such as emergency braking appears easily during the brake, and user experience feels low, and the security performance is low.

SUMMERY OF THE UTILITY MODEL

The embodiment of the utility model provides an in provide a new forms of energy car cruise control device, can improve the user experience and feel the security performance with the new forms of energy car.

The utility model provides a new energy car cruise control device, new energy car cruise control device includes forerunner's device and speed of a motor vehicle control module, forerunner's device is including traveling device, central processing unit, magnetism device, arresting gear, circuit coordination part and battery of stopping, wherein:

the central processor is communicated with the running device, the braking device and the circuit coordination part, the magnetic braking device is respectively communicated with the braking device and the battery, and the battery is also communicated with the circuit coordination part;

and the vehicle speed control module controls the vehicle speed according to the high-stability clock source and the vehicle speed signal.

In some embodiments, the magnetic brake device comprises an axle magnetic energy brake component and a wheel magnetic energy brake component.

In some embodiments, the axle magnetic energy brake component comprises a plurality of T-shaped fixed irons and a multi-turn coil, the T-shaped fixed irons are fixed on the axle, the coil is fixed on the T-shaped fixed irons, and the coil is connected into a circuit.

In some embodiments, the magnetic energy brake component for the wheel comprises a coil and a neodymium iron boron high-performance magnetic material, wherein the coil is fixed on a chassis of the new energy vehicle, and the neodymium iron boron high-performance magnetic material is fixed inside the wheel of the new energy vehicle.

In some embodiments, the central processor is in communication with a vehicle speed sensor.

In some embodiments, the central processor communicates with the braking device via a control circuit for switching braking modes.

In some embodiments, the running device comprises a battery, a motor, a wire resistor, and a digitally controlled resistor, wherein:

the storage battery, the motor, the wire resistor and the numerical control resistor are communicated in sequence.

In some embodiments, the digital control resistor is communicated with a speed control resistor, and the speed control resistor is used for changing the resistance value of the digital control resistor.

In some embodiments, the vehicle speed control module includes a first isolation amplifier, a first DDS divide-by-frequency unit, an interval measurement unit, a processor, a conventional cruise control unit, a latch unit, a travel time counter unit, a second isolation amplifier, and a second DDS divide-by-frequency unit, wherein:

the processor is respectively communicated with the first DDS frequency division rate unit, the travel time counting unit, the latch unit, the traditional constant speed cruise unit and the interval measurement unit, the first isolation amplifier, the interval measurement unit, the second isolation amplifier and the second DDS frequency division rate unit are sequentially communicated, the first DDS frequency division rate unit is communicated with the first isolation amplifier, and the travel time counting unit is respectively communicated with the first isolation amplifier, the second isolation amplifier and the latch unit;

the first isolation amplifier is connected to a high-stability clock source signal, and the second DDS frequency division rate unit receives a vehicle speed signal.

In some embodiments, the first and second DDS frequency division rate units each include two 48-bit frequency control registers.

Compared with the prior art, the beneficial effects of the utility model are that: the utility model provides an its braking of new forms of energy car cruise control device adopts magnetism to stop, can make the brake process relax more, improves user experience and feels to, the speed of a motor vehicle control module that this scheme provided adopts the high stable clock source, makes speed of a motor vehicle control more accurate, and the cruise control is safer.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

Fig. 1 is a schematic diagram illustrating the principle of an embodiment of a constant-speed cruising device of a new energy vehicle provided by the embodiment of the present invention;

fig. 2 is a schematic diagram illustrating an embodiment of a precursor device according to an embodiment of the present invention;

fig. 3 is an installation schematic view of an axle magnetic energy brake component provided by the embodiment of the invention;

fig. 4 is a schematic view of a braking principle of the axle magnetic energy brake component provided by the embodiment of the invention;

fig. 5 is a schematic view of a braking principle of the magnetic energy brake component for a wheel according to an embodiment of the present invention;

fig. 6 is a schematic connection diagram of a brake device according to an embodiment of the present invention;

fig. 7 is a circuit configuration diagram of a running gear according to an embodiment of the present invention;

fig. 8 is a schematic diagram illustrating an embodiment of a vehicle speed control module according to an embodiment of the present invention;

FIG. 9 is a schematic diagram of a portion of a vehicle speed control module according to an embodiment of the present invention;

FIG. 10 is a schematic diagram of a portion of a vehicle speed control module according to an embodiment of the present invention;

fig. 11 is a schematic diagram of a part of the principle of the vehicle speed control module according to the embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present application, the word "exemplary" is used to mean "serving as an example, instance, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. The following description is presented to enable any person skilled in the art to make and use the invention. In the following description, details are set forth for the purpose of explanation. It will be apparent to one of ordinary skill in the art that the present invention may be practiced without these specific details. In other instances, well-known structures and processes are not shown in detail to avoid obscuring the description of the invention with unnecessary detail. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein.

Before describing in detail the utility model discloses, need explain, the utility model discloses how the technical problem that will solve provides a novel new forms of energy car constant velocity device that cruises, based on this problem, the utility model discloses a make up the innovation on current each hardware base, also make up each known device among the prior art, unit, module, if including forerunner's device, speed control module and each inside device of module, connect through the mode of communication connection, and then construct the utility model discloses a new forms of energy car constant velocity device that cruises, can understand the utility model relates to a combination innovation to do not inject the concrete hardware structure of each known device, unit, module and inside current known program, also adopt current hardware device that has corresponding executive function all to be applicable to the utility model discloses a. For example, the isolation amplifier of the present invention may be an amplifier of type SYN5002 from west ampere synchronous electronic technology, the DDS frequency division unit may be a frequency divider of type AD9852 from ADI, the travel time counting unit may be a counter of type SYN303 signal from west ampere synchronous electronic technology, the latch unit may be a latch of type 74HC573 signal from TI, and the processor may be a processor of type MSP430 from TI.

The embodiment of the utility model provides a new forms of energy car cruise control device, as shown in fig. 1, the new forms of energy car cruise control device that this embodiment provided includes forerunner's device and speed of a motor vehicle control module. The following are detailed below.

Referring to fig. 2, fig. 2 is a schematic diagram illustrating an embodiment of a precursor apparatus according to an embodiment of the present invention.

The front-wheel drive device comprises a running device, a central processing unit, a magnetic brake device, a circuit coordination component and a battery, wherein:

the central processor is communicated with the running device, the braking device and the circuit coordination part, the magnetic braking device is respectively communicated with the braking device and the battery, and the battery is also communicated with the circuit coordination part;

and the vehicle speed control module controls the vehicle speed according to the high-stability clock source and the vehicle speed signal.

In this embodiment, the magnetic brake device includes an axle magnetic energy brake component and a wheel magnetic energy brake component.

Axle magnetic energy brake component:

as shown in fig. 3, the axle magnetic energy brake component includes a plurality of T-shaped fixed irons and a multi-turn coil, the T-shaped fixed irons are fixed on the axle, the coil is fixed on the T-shaped fixed irons, and the coil is connected to a circuit.

The axle magnetic energy brake component is a main component of the whole brake system, and a running vehicle is mainly braked by the component shown in figure 3, and meanwhile, energy conversion and collection are mainly carried out by the component.

Specifically, the axle is fully distributed with T-shaped fixed iron with a certain width, so that the area of the coil is increased. The coil is fixed on the T-shaped fixed iron, and the number of turns of the coil is determined according to requirements. The "T-shaped fixed iron" will bring the coil to rotate with the wheel. All coils will eventually be switched into the circuit.

As shown in fig. 4. The neodymium iron boron high-performance magnetic material provides a magnetic field near an axle, when a vehicle needs braking, the circuit coordination part can automatically communicate with the coil, the coil fixed on the axle can cut magnetic induction lines, a large amount of electric energy can be generated in the process according to the Faraday electromagnetic induction principle, and the electric energy is transmitted to a power supply in the vehicle to be stored by the circuit coordination part. According to Lenz's law, the magnetic field applies a force to the axle to stop the rotation of the axle, so that the purpose of braking the vehicle is achieved.

Magnetic energy brake parts of wheels:

the wheel magnetic energy brake component comprises a coil and a neodymium iron boron high-performance magnetic material, wherein the coil is fixed on a chassis of the new energy vehicle, and the neodymium iron boron high-performance magnetic material is fixed inside a wheel of the new energy vehicle.

Specifically, the magnetic energy brake part of the wheel adopts a mode of rotating a magnetic pole and fixing a coil. As shown in fig. 5, the coil is fixed in a portion of the chassis near the wheels and is connected to the main power supply through a circuit coordinating part. When the vehicle is not braked, the coil and the main power supply are in a disconnected state. Inside the wheel, fixed with neodymium iron boron high performance magnetic material, along with the wheel rotates together. When the vehicle brakes, the coil is communicated with the circuit coordinating component, and because the magnetic poles rotate along with the wheel, the magnetic flux passing through the coil is changed, and according to Lenz's law and Faraday electromagnetic induction principle, a large amount of electric energy can be generated in the process, and the braking effect is achieved. The electrical connection coordination component stores electrical energy in the mains power supply.

A braking device:

as shown in fig. 6, the cpu communicates with the vehicle speed sensor in the present embodiment. The central processing unit is communicated with the braking device through a control loop, and the control loop is used for switching a braking mode. The braking device is connected with the wheel.

Specifically, a wheel speed sensor for measuring a rotation speed of a tire while the vehicle is running;

the central processing unit is used for acquiring the obtained wheel rotating speed information in real time to obtain the angular acceleration value of the wheel, and the processed data is transmitted to the control loop;

the control loop is used for realizing man-machine switching of the locomotive brake device;

a braking device: comprises a motor and a magnetic ring. The physical condition of locomotive braking is realized.

When the automobile leaves the factory, the central processing unit records initial ABS parameter information, including maximum angular deceleration a1 and minimum recovery angular velocity a 2. The values can also be used for modifying a1 and a2 in the central processing unit by judging the wear degree of the vehicle tires and the specific condition of the driving road surface at the later stage through threshold value setting.

When the locomotive brakes, the central processing unit monitors the wheel speed of the wheel speed sensor in real time, and the real-time wheel angular acceleration value a is obtained after calculation, because the braking condition is the moment, the value of a is a negative value and is called angular deceleration, when the value of a exceeds a preset threshold value a1, the situation that the vehicle speed is reduced too fast and the wheel has a locking trend is shown, the central processing unit is transmitted to a control loop, and the control loop is changed into an automatic control braking mode, namely, a running computer is used for braking and a physical braking device is controlled to realize magnetic braking.

In the above process, there is another possible situation that when the value a exceeds a1, after the traveling computer successfully realizes the automatic braking, the value a at a certain moment is positive, which indicates that the braking force is too small and the wheel has a tendency of acceleration, and particularly when the value a is greater than the minimum recovery angular velocity a2, the cpu enables the control loop to be changed to artificial braking to increase the braking force.

A running device:

as shown in fig. 7, the running device includes a battery, a motor, a wire resistor R1, and a numerical control resistor R2, wherein: the storage battery, the motor, the wire resistor R1 and the numerical control resistor R2 are sequentially communicated, the numerical control resistor R2 is communicated with a speed control resistor R3, and the speed control resistor R3 is used for changing the resistance value of the numerical control resistor R2.

Specifically, the storage battery is an energy storage member that provides energy required for running of an electric vehicle (new energy vehicle); the motor is a component that converts electrical energy into kinetic energy; the wire resistance R1 is an unavoidable wire resistance; the numerical control resistor R2 is used for directly controlling the resistor of the electric vehicle, but the resistance value of the resistor can not be directly modified by a user, and the resistance value of the numerical control resistor R2 is indirectly changed through a digital operation process by controlling an accelerator (speed control resistor R3) by the user based on a digital control principle.

The digital operation method in the digital operation process comprises the following steps:

the basic model of numerical operation can be understood as follows. The system input model is a speed control resistor R3 with the symbol R_iAnd resistance value range: (0, B), unit Ω. Also a user side throttle; the system output model is a numerical control resistor R2, and the symbol Ro and the resistance range are set as follows: (0, A), unit Ω. Also used in the circuit to directly control the motor power resistance; the system operation part has wide application and mature technology and is not introduced here.

The resistancevalue calculation formula 1 is proposed as follows:

R_o＝R_o`+C·(R<sub>i</sub>-R<sub>o</sub>`)

in the above formula, Ro is the resistance of the numerical control resistor, Ro' is the resistance of the numerical control resistor in the last acceleration period, the resistance of the speed control resistor at Ri user side, and the constant of the resistance change value per C period. And calculating the resistance value of the designated numerical control resistor Ro at the initial moment of each acceleration time period T through a numerical control system, and then accelerating with the power corresponding to Ro in the time period T. Until the next time period T, the next cycle is performed until Ro is close to R_iI.e. the electric vehicle accelerates to a specified speed.

According toformula 1, a power calculation formula P is UI and an equivalent current formula

The circuit instantaneous power can be deduced:

in the formula, the theoretical working power of the P working circuit, U is the voltage value of the storage battery, Ro' is the resistance value of the resistor Ro in the last acceleration period, C is the parameter of the resistance change value in the acceleration process period, RL is the line conductor resistance, and RM is the instantaneous conductor resistance of the motor.

The working process is as follows:

the flow 001: a user starts to use the electric vehicle, an oil filler door is arranged, and a Ri value is set as x;

the flow 002: at this time, Ro ═ a, according to the calculation, in a new period: ro-a + C (x-a), during the time period T, the motor accelerates with a power for Ro;

scheme 003: at the start of the next period T, Ro ═ a + C (x-a), according to the calculation, in the new period: ro ═ a + C (x-a), during the time period T, the motor accelerates with the power for the new Ro;

scheme 004: after N times of acceleration, Ri is approximately equal to Ro, namely Ro is close to x, which represents that the acceleration is finished;

to summarize: in the full acceleration process, the resistance value is divided into N sections for acceleration, and the acceleration time of each section is T, so that the aim of uniform acceleration is finally fulfilled. The specific mathematical model of the acceleration system can be subjected to actual experiments to obtain a more complete calculation method.

The vehicle speed control module:

as shown in fig. 8: the vehicle speed control module comprises a first isolation amplifier (isolation amplifier 1), a first DDS frequency division rate unit (DDS frequency division rate unit 1), an interval measuring unit, a processor, a traditional constant speed cruise unit, a latch unit, a travel time counting unit, a second isolation amplifier (isolation amplifier 2) and a second DDS frequency division rate unit (DDS frequency division rate unit 2), wherein:

the processor is respectively communicated with the first DDS frequency division rate unit, the travel time counting unit, the latch unit, the traditional constant speed cruise unit and the interval measurement unit, the first isolation amplifier, the interval measurement unit, the second isolation amplifier and the second DDS frequency division rate unit are sequentially communicated, the first DDS frequency division rate unit is communicated with the first isolation amplifier, and the travel time counting unit is respectively communicated with the first isolation amplifier, the second isolation amplifier and the latch unit;

the first isolation amplifier is connected to a high-stability clock source signal, and the second DDS frequency division rate unit receives a vehicle speed signal.

The working method of the vehicle speed control module is as follows:

as shown in FIG. 9, a high-stability clock source signal f₀After passing through theisolation amplifier 1, the output signal is sent to the external clock input end of the DDS as the external reference clock for DDS operation, and DThe external communication port of the DS is connected to the processor for receiving control word commands from the processor and bi-directional data transmission. The actually selected DDS chip is internally provided with 2 48-bit frequency control registers (F0, F1) for the high-stability clock source signal F of the device₀For 10MHz, when the frequency doubling function of the internal PLL of the DDS is not used, and the frequency control register F0 with 48 bits is fully filled with 1, the DDS will have a 10MHz frequency signal output, so to obtain a standard sampling time period signal T (e.g. 1 second, 10 seconds), a corresponding frequency division value needs to be set for the frequency control register F0 in the DDS, and the specific calculation method is as follows:

where D is the specific division number to be calculated, f₀For reference signal frequency, in the apparatus f₀10MHz, f is the frequency of the sampling time signal to be divided, and the division value D should be 2 for f of 1Hz (1 second) and 0.1Hz (10 seconds)⁴⁸×10^-7Or 248 × 10^-8. The specific sampling time T is set by a user through software according to the requirement in the actual sampling process, and the frequency division value is calculated by the processor through the sampling time T set by the user and by using the formula (1). And the processor writes the frequency division value D into a corresponding buffer of the DDS according to the corresponding serial communication time sequence of the DDS to obtain a final DDS end sampling time signal T for output.

As shown in fig. 10, the vehicle speed signal fx is sent to the two DDS processing modules after passing through the isolation amplifier 3. When the speed signal frequency is hundreds of megahertz even several hundreds of megahertz, consider the travel time counter to the restriction of frequency range measured, in the utility model discloses in design wherein the DDS2 module of the same way carries out 1/100 frequency division processing to the speed signal. The vehicle speed signal passes through the isolation amplifier 3 and then is directly sent to the external clock input end of the DDS2 to be used as a reference clock when the DDS2 works. The external communication port of the DDS is connected to a processor, which obtains 2 according to equation (4)⁴⁸×10^-2The frequency division value is written into a DDS2 buffer area through serial communication time sequence, and a 1/100 frequency division rate signal is obtained through the DDS2And then, sending the speed signal to thetravel time counter 1 for coarse frequency measurement, reading the value sampled by thetravel time counter 1 by thelatch 1, recording the frequency value at the moment, and multiplying by 100 to obtain a coarse frequency value F of the vehicle speed signal.

The other vehicle speed signal passing through the isolation amplifier 3 is sent to the external clock input terminal of the DDS3 as the reference clock when the DDS3 works. Meanwhile, an external communication port of the DDS3 is connected to the processor, and the processor calculates a frequency division value for communicating with the DDS3 according to the formula (1):

f is a coarse frequency value of the vehicle speed signal obtained through counting by thetravel time counter 1 and calculation by the processor, F is 1MHz, the obtained specific frequency division value is written into a DDS3 cache region through a serial communication time sequence, a 1MHz frequency signal is obtained through DDS3, and the obtained frequency signal is sent to the low-pass filtering module to obtain a final 1MHz frequency signal to be output.

As shown in fig. 11, a 1MHz frequency signal obtained by processing a vehicle speed signal by the DDS frequency dividing unit 2 and a 10MHz high-stability clock source signal are respectively sent to the interval measurement module, specifically to the STOP1 and the START pin of the corresponding time processing chip. The processor measures phases of two paths of frequency signals of STOP1 and START according to a rising edge enabling interval module of a sampling time signal T obtained after the high-stability clock source signal is processed by the DDSfrequency division unit 1, transmits a measurement result to the processor for processing, judges whether the rising edges of a group of STOP1 and START frequency signals reach the minimum time difference or not according to the minimum resolution measurement range of the precise time interval measurement module, and judges the time difference delta T of the vehicle speed signal and the high-stability clock source signal at the moment₁，Δ t₂At the minimum, the processor then stops the measurement work of the interval module and enables thetravel time counter 1 and the travel time counter 2 to start the counting work. When the processor detects that the falling edge of the sampling time signal T arrives, the precise time interval measuring module is enabled again to carry out phase measurement on the two paths of STOP1 and START frequency signals, and when the time difference delta T of the two paths of signals at the moment is judged₁，Δt₂At the minimum, the processorStopping the measurement work of the precision time interval measurement module, enabling the latch 2 and the latch 3 to respectively latch the count values of the travel time counter 2 and the travel time counter 3, and enabling a new round of sampling counting after the travel time counter 2 and the travel time counter 3 are cleared by the processor. During a complete sampling period T, the reading values N1, N2 of the travel time counter 2 and the travel time counter 3 held by the latch 2 and the latch 3 are transmitted to the processor, and the processor transmits the measurement result to the conventional cruise control module.

The utility model has the advantages that: the utility model provides an its braking of new forms of energy car cruise control device adopts magnetism to stop, can make the brake process relax more, improves user experience and feels to, the speed of a motor vehicle control module that this scheme provided adopts the high stable clock source, makes speed of a motor vehicle control more accurate, and the cruise control is safer.

The embodiment of the present invention provides a new energy vehicle cruise control device, and the detailed description is provided herein, and the specific examples are applied to explain the principles and embodiments of the present invention, and the description of the above embodiments is only used to help understand the method and core ideas of the present invention; meanwhile, for those skilled in the art, according to the idea of the present invention, there may be some changes in the specific embodiments and the application scope, and in summary, the content of the description should not be understood as a limitation to the present invention.

Claims (10)

1. The utility model provides a new energy automobile cruise control device that decides speed, its characterized in that new energy automobile cruise control device includes forerunner's device and speed control module, forerunner's device is including going device, central processing unit, magnetism device, arresting gear, circuit coordination part and battery of stopping, wherein:

the central processor is communicated with the running device, the braking device and the circuit coordination part, the magnetic braking device is respectively communicated with the braking device and the battery, and the battery is also communicated with the circuit coordination part;

and the vehicle speed control module controls the vehicle speed according to the high-stability clock source and the vehicle speed signal.

2. The constant-speed cruising device of a new energy vehicle as claimed in claim 1, wherein the magnetic brake device comprises an axle magnetic energy brake component and a wheel magnetic energy brake component.

3. The constant-speed cruising device of a new energy vehicle as claimed in claim 2, wherein the axle magnetic energy brake component comprises a plurality of T-shaped fixed irons and a multi-turn coil, the T-shaped fixed irons are fixed on the axle, the coil is fixed on the T-shaped fixed irons, and the coil is connected to the circuit.

4. The constant-speed cruising device of a new energy vehicle as claimed in claim 2, wherein the wheel magnetic energy brake component comprises a coil and a neodymium iron boron high-performance magnetic material, the coil is fixed on a chassis of the new energy vehicle, and the neodymium iron boron high-performance magnetic material is fixed inside the wheel of the new energy vehicle.

5. The new energy vehicle cruise control device according to claim 1, wherein the central processing unit is in communication with a vehicle speed sensor.

6. The constant-speed cruise device of the new energy vehicle as claimed in claim 5, wherein the central processing unit is communicated with the braking device through a control circuit, and the control circuit is used for switching the braking mode.

7. The new energy vehicle cruise control device according to claim 1, wherein the driving device comprises a storage battery, an electric motor, a wire resistor and a numerical control resistor, wherein:

the storage battery, the motor, the wire resistor and the numerical control resistor are communicated in sequence.

8. The new energy vehicle cruise control device according to claim 7, wherein the numerical control resistor is communicated with a speed control resistor, and the speed control resistor is used for changing the resistance value of the numerical control resistor.

9. The new energy vehicle cruise control device according to claim 1, wherein the vehicle speed control module comprises a first isolation amplifier, a first DDS frequency division rate unit, an interval measurement unit, a processor, a conventional cruise control unit, a latch unit, a travel time counting unit, a second isolation amplifier, and a second DDS frequency division rate unit, wherein:

the processor is respectively communicated with the first DDS frequency division rate unit, the travel time counting unit, the latch unit, the traditional constant speed cruise unit and the interval measurement unit, the first isolation amplifier, the interval measurement unit, the second isolation amplifier and the second DDS frequency division rate unit are sequentially communicated, the first DDS frequency division rate unit is communicated with the first isolation amplifier, and the travel time counting unit is respectively communicated with the first isolation amplifier, the second isolation amplifier and the latch unit;

the first isolation amplifier is connected to a high-stability clock source signal, and the second DDS frequency division rate unit receives a vehicle speed signal.

10. The device as claimed in claim 9, wherein the first DDS frequency division unit and the second DDS frequency division unit each include two 48-bit frequency control registers.

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