Application method, device, vehicle and storage medium of power battery

Abstract

The present application relates to the field of vehicle technology, and in particular to an application method, device, vehicle and storage medium of a power battery, wherein the method comprises: obtaining the actual use parameters of the power battery of an electric vehicle; identifying the current life cycle of the power battery according to the actual use parameters; determining the mileage reduction rate corresponding to the actual use parameters according to the current life cycle, and matching the current use constraints of the power battery based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current use constraints. Thus, the problem of the power battery overdue service affecting the user's driving experience and even affecting personal safety is solved, and the safety of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an application method, device, vehicle and storage medium of a power battery. Background Art

[0002] New energy electric vehicles are widely used in various fields due to their economic characteristics. However, as there is no mandatory scrapping policy and most end users lack professional knowledge of lithium batteries, new energy vehicles are very likely to exceed their service life.

[0003] However, as the battery exceeds its service life, its performance will seriously degrade, which will not only affect the customer's driving experience but may even affect personal safety. The safety risks cannot be specifically defined and need to be addressed urgently. Summary of the invention

[0004] The present application provides an application method, device, vehicle and storage medium of a power battery to solve the problem that the power battery is over-serviced, affecting the user's driving experience and even affecting personal safety, thereby improving the safety of the vehicle.

[0005] The first aspect of the present application provides an application method of a power battery, comprising the following steps:

[0006] Obtain the actual usage parameters of the power battery of the electric vehicle;

[0007] Identifying the current life cycle of the power battery according to the actual usage parameter; and

[0008] The mileage reduction rate corresponding to the actual usage parameter is determined according to the current life cycle, and the current usage constraint of the power battery is matched based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current usage constraint.

[0009] Optionally, determining the mileage reduction rate corresponding to the actual usage parameter according to the current life cycle includes:

[0010] If the current life cycle is the design life cycle, the mileage reduction rate is the first mileage reduction rate;

[0011] If the current life cycle is a safety optimization cycle, the mileage reduction rate is a second mileage reduction rate;

[0012] If the current life cycle is a safety fallback cycle, the mileage reduction rate is the third mileage reduction rate;

[0013] If the current life cycle is a continuous use cycle, the mileage decrease rate is 0.

[0014] Optionally, the second mileage decrease rate is obtained by a first preset multiple of the first mileage decrease rate, and the third mileage decrease rate is obtained by a second preset multiple of the second mileage decrease rate.

[0015] Optionally, during the continuous use period, the method further includes:

[0016] The single full-charge mileage of the electric vehicle is reduced to the mileage for guiding users to scrap the electric vehicle, wherein the mileage for guiding users to scrap the electric vehicle is obtained by a preset percentage of the initial mileage.

[0017] Optionally, the actual usage parameters include cumulative mileage, service life and / or cumulative charging capacity, and the current usage constraints include a charging SOC (state of charge) upper limit value, a charging SOC lower limit value, a discharging SOC upper limit value and / or a discharging SOC upper and lower limit values.

[0018] A second aspect of the present application provides an application device of a power battery, including:

[0019] An acquisition module, used to acquire actual usage parameters of the power battery of the electric vehicle;

[0020] an identification module, configured to identify the current life cycle of the power battery according to the actual use parameter; and

[0021] A matching module is used to determine the mileage reduction rate corresponding to the actual usage parameter according to the current life cycle, and match the current usage constraint of the power battery based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current usage constraint.

[0022] Optionally, the matching module is specifically used to:

[0023] If the current life cycle is the design life cycle, the mileage reduction rate is the first mileage reduction rate;

[0024] If the current life cycle is a safety optimization cycle, the mileage reduction rate is a second mileage reduction rate;

[0025] If the current life cycle is a safety fallback cycle, the mileage reduction rate is the third mileage reduction rate;

[0026] If the current life cycle is a continuous use cycle, the mileage decrease rate is 0.

[0027] Optionally, the second mileage decrease rate is obtained by a first preset multiple of the first mileage decrease rate, and the third mileage decrease rate is obtained by a second preset multiple of the second mileage decrease rate.

[0028] Optionally, during the continuous use period, the matching module is further used to:

[0029] The single full-charge mileage of the electric vehicle is reduced to the mileage for guiding users to scrap the electric vehicle, wherein the mileage for guiding users to scrap the electric vehicle is obtained by a preset percentage of the initial mileage.

[0030] Optionally, the actual usage parameters include cumulative mileage, service life and / or cumulative charging capacity, and the current usage constraints include a charging SOC upper limit value, a charging SOC lower limit value, a discharging SOC upper limit value and / or a discharging SOC upper and lower limit values.

[0031] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the power battery application method as described in the above embodiment.

[0032] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the application method of the power battery as described in the above embodiment.

[0033] Thus, the actual use parameters of the power battery of the electric vehicle are obtained, and the current life cycle of the power battery is identified according to the actual use parameters, and the mileage reduction rate corresponding to the actual use parameters is determined according to the current life cycle, and the current use constraints of the power battery are matched based on the mileage reduction rate, so that the power battery can supply power to the electric vehicle according to the current use constraints. Thus, limiting conditions are added to the use of the battery, reducing the safety risk of over-service of power battery products, extending the safe service life of the battery, solving the problem of over-service of power batteries affecting the user's driving experience and even affecting personal safety, and improving the safety of the vehicle.

[0034] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0036] Figure 1 A flowchart of a method for applying a power battery provided according to an embodiment of the present application;

[0037] Figure 2 This is an example diagram of the division of the life cycle of a power battery according to an embodiment of the present application;

[0038] Figure 3 This is an exemplary diagram of an application device of a power battery according to an embodiment of the present application;

[0039] Figure 4 is an exemplary diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0040] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0041] The following describes the application method, device, vehicle and storage medium of the power battery of the embodiment of the present application with reference to the accompanying drawings. In view of the problem mentioned in the background technology center that the power battery is over-serviced, affecting the user's driving experience and even affecting personal safety, the present application provides a power battery application method, in which the actual use parameters of the power battery of the electric vehicle are obtained, and the current life cycle of the power battery is identified according to the actual use parameters, and the mileage reduction rate corresponding to the actual use parameters is determined according to the current life cycle, and the current use constraints of the power battery are matched based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current use constraints. As a result, limiting conditions are added to the use of the battery, reducing the safety risk of over-service of power battery products, extending the safe service life of the battery, solving the problem of over-service of power batteries affecting the user's driving experience and even affecting personal safety, and improving the safety of the vehicle.

[0042] Specifically, Figure 1 A schematic flow chart of a method for applying a power battery provided in an embodiment of the present application.

[0043] like Figure 1 As shown, the application method of the power battery includes the following steps:

[0044] In step S101, actual usage parameters of the power battery of the electric vehicle are obtained.

[0045] Optionally, in some embodiments, actual usage parameters include cumulative mileage, years of use and / or cumulative charging capacity, and current usage constraints include a charging SOC upper limit, a charging SOC lower limit, a discharging SOC upper limit and / or a discharging SOC upper and lower limit.

[0046] Specifically, the method for obtaining the accumulated mileage, service life and / or accumulated charging capacity of the power battery of the electric vehicle may adopt the acquisition method in the relevant technology, which will not be described in detail here to avoid redundancy.

[0047] In step S102, the current life cycle of the power battery is identified according to the actual usage parameters.

[0048] Among them, the life cycle of power batteries can include the design life cycle, safety optimization cycle, safety protection cycle, and continuous use cycle.

[0049] Specifically, the embodiment of the present application may preset a mapping relationship between actual usage parameters and life cycle. After the actual usage parameters of the power battery of the electric vehicle are obtained in step S101, the embodiment of the present application may identify the current life cycle of the power battery by querying the above mapping relationship.

[0050] For example, Figure 2 As shown, the accumulated mileage may be L, the accumulated years may be Y, and the accumulated charging capacity may be Ah. If the actual usage parameters of the power battery of the electric vehicle are obtained between 0 and L1 / Y1 / Ah1, the current life cycle of the power battery is the design life cycle; if the actual usage parameters of the power battery of the electric vehicle are obtained between L1 / Y1 / Ah1 and L2 / Y2 / Ah2, the current life cycle of the power battery is the safety optimization cycle; if the actual usage parameters of the power battery of the electric vehicle are obtained between L2 / Y2 / Ah2 and L3 / Y3 / Ah3, the current life cycle of the power battery is the safety protection cycle; if the actual usage parameters of the power battery of the electric vehicle are obtained between L3 / Y3 / Ah3 and LN / YN / AhN, and N is a value greater than 3, the current life cycle of the power battery is the continuous use cycle.

[0051] In step S103, the mileage reduction rate corresponding to the actual usage parameter is determined according to the current life cycle, and the current usage constraint of the power battery is matched based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current usage constraint.

[0052] Optionally, in some embodiments, the mileage decrease rate corresponding to the actual usage parameters is determined according to the current life cycle, including: if the current life cycle is the design life cycle, the mileage decrease rate is the first mileage decrease rate; if the current life cycle is the safety optimization cycle, the mileage decrease rate is the second mileage decrease rate; if the current life cycle is the safety protection cycle, the mileage decrease rate is the third mileage decrease rate; if the current life cycle is the continuous use cycle, the mileage decrease rate is 0.

[0053] The second mileage decrease rate is obtained by a first preset multiple of the first mileage decrease rate, and the third mileage decrease rate is obtained by a second preset multiple of the second mileage decrease rate.

[0054] Specifically, the mileage reduction rate can be defined as follows: The mileage reduction rate represents the rate at which the mileage of a single full charge decreases. Figure 2 As shown, the first mileage decrease rate ①, the second mileage decrease rate ②, and the third mileage decrease rate ③ can be named K1, K2, and K3 respectively. The first preset multiple and the second preset multiple can be multiples pre-set by the user, can be multiples obtained through a limited number of experiments, or can be multiples obtained through a limited number of computer simulations, and are not specifically limited here.

[0055] Specifically, in order to ensure the performance, function and safety of the power battery system, the embodiment of the present application can determine the mileage reduction rate corresponding to the actual usage parameters according to the current life cycle, such as Figure 2 As shown, when the current life cycle is the design life cycle, the mileage decrease rate is the first mileage decrease rate K1; when the current life cycle is the safety optimization cycle, the mileage decrease rate is the second mileage decrease rate K2; when the current life cycle is the safety bottoming cycle, the mileage decrease rate is the third mileage decrease rate K3; when the current life cycle is the continuous use cycle, the mileage decrease rate is 0. Among them, the second mileage decrease rate is obtained by the first preset multiple of the first mileage decrease rate, and the first preset multiple can be 2-3 times, that is, the second mileage decrease rate K2 does not exceed 2-3 times the first mileage decrease rate K1; the third mileage decrease rate is obtained by the second preset multiple of the second mileage decrease rate, and the second preset multiple can be 1.5 to 2 times, that is, the third mileage decrease rate K3 does not exceed 1.5 to 2 times the second mileage decrease rate K2, and the current use constraint of the power battery is matched based on the mileage decrease rate, so that the power battery supplies power to the electric vehicle according to the current use constraint.

[0056] To facilitate understanding, the design principles of the design life cycle, safety optimization cycle, safety protection cycle, and continuous use cycle are explained in detail below.

[0057] (I) For the design life cycle:

[0058] (1) The design life cycle ensures the performance, function and safety of the power battery system. If the vehicle model equipped with the power battery system is compatible with both private and public use, the years and mileage dimensions shall be the union of the design life of the two.

[0059] (2) Design basis of inflection point A;

[0060] Vertical axis: DOD is SOC 1上限 -SOC1下限 Stay consistent with BOL.

[0061] The horizontal axis consists of three dimensions: cumulative mileage / years / cumulative charging capacity.

[0062] ① Mileage dimension L1: consistent with the design life;

[0063] ②Year dimension Y1: consistent with the design life;

[0064] ③Charging capacity dimension Ah1:

[0065] (II) For the security optimization cycle:

[0066] (1) The safety optimization cycle ensures the functionality and safety of the battery system. The actual SOC upper limit is adjusted to a safe state of thermal stability of the battery cell at a rate of decrease acceptable to the user.

[0067] (2) Mileage reduction rate ② Design basis:

[0068] K2 shall not exceed 2 to 3 times of K1.

[0069]

[0070]

[0071] Among them, SOH1 and SOH2 are the health status of the power battery system at inflection point A and inflection point B respectively; DOD1 and DOD2 are the discharge depth of the power battery system at inflection point A and inflection point B respectively, that is, SOC 1上限 -SOC 1下限 , SOC 2上限 -SOC 2下限 .

[0072] (3) Design basis of inflection point B:

[0073] Vertical axis SOC2: According to 6.2.8 of "GBT 31485-2015 Safety requirements and test methods for power batteries for electric vehicles", the single cell is subjected to a needle penetration test. At this SOC, there should be no explosion or fire.

[0074] Horizontal axis: L2 / Y2 / Ah2: The ratio of accumulated mileage / years / accumulated charging capacity is consistent with the design life range. After calculating L2 by combining the inflection point A parameter and the drop rate K2, design Y2 and Ah2 according to the proportional relationship.

[0075] in,

[0076]

[0077] (III) For the safety protection cycle:

[0078] (1) The safety guarantee period ensures the functionality and safety of the battery system. At the end of the safety guarantee period, L3 or Y3 is greater than or equal to the corresponding vehicle model requirements in the "Regulations on Mandatory Scrapping of Motor Vehicles", ensuring that the total cumulative mileage and age of electric vehicles are not less than the requirements for mandatory or guided scrapping of motor vehicles with the same purpose (non-operating users only consider the cumulative mileage). After the safety guarantee period ends, the single full charge mileage is reduced to 25% of the initial mileage to guide users to voluntarily scrap their vehicles.

[0079] (2) Mileage reduction rate ③ Design basis:

[0080] Case 1: If at the end of the safety optimization zone, the accumulated years or mileage have reached the requirements of the corresponding vehicle type in the "Regulations on Mandatory Scrapping of Motor Vehicles", K3 shall not exceed 1.5 to 2 times of K2.

[0081]

[0082]

[0083] Among them, SOH1, SOH2, and SOH3 are the health states of the power battery system at inflection points A, B, and C, respectively; DOD1, DOD2, and DOD3 are the discharge depths of the power battery system at inflection points A, B, and C, respectively, that is, SOC 1上限 -SOC 1下限 , SOC 2上限 –SOC 2下限 , SOC 3上限 –SOC 3下限 .

[0084] CASE2: If at the end of the safety optimization zone, the accumulated years and mileage do not meet the requirements of the corresponding purpose vehicle model in the "Regulations on Mandatory Scrapping of Motor Vehicles", after the mileage decline rate ② and the inflection point C are combined, L3 or Y3 is equal to K3 calculated from the requirements of the corresponding purpose vehicle model in the "Regulations on Mandatory Scrapping of Motor Vehicles" and 1.5 to 2 times of K2, whichever is smaller.

[0085] (3) Design basis of inflection point C:

[0086] Vertical axis: SOC3, the mileage of inflection point C is 25% of the initial mileage.

[0087]

[0088] Horizontal axis: The ratio of cumulative mileage / years / cumulative charging capacity is consistent with the design life range.

[0089] CASE1:

[0090]

[0091]

[0092] CASE2:

[0093] According to the "Regulations on Mandatory Scrapping of Motor Vehicles", the mandatory or guided scrapping age or mileage of the corresponding purpose vehicle model shall be taken as the design basis for Y3 or L3 (only age is considered for non-operating vehicles). If Y3 arrives first, L3 shall be calculated based on the proportional relationship between the design life zone L1 and Y1.

[0094]

[0095]

[0096] It should be noted that the definition of the inflection point is as follows: the vertical axis of the inflection point is the upper / lower limit of the charging / discharging SOC, and the horizontal axis is composed of three dimensions: accumulated mileage / years / accumulated charging capacity. The vertical axes corresponding to the inflection points A, B, and C are named SOC 1上限 / SOC 1下限 , SOC 2上限 / SOC 2下限 , SOC 3上限 / SOC 3下限 , the unit is %, and the proportional relationship of mileage / years / cumulative charging capacity in the horizontal axis of the three inflection points remains consistent.

[0097] Optionally, in some embodiments, during the continuous use cycle, it also includes: reducing the single full-charge mileage of the electric vehicle to a mileage that guides the user to scrap the vehicle, wherein the mileage that guides the user to scrap the vehicle is obtained by a preset percentage of the initial mileage.

[0098] The preset percentage may be a percentage preset by a user, a percentage obtained through a limited number of experiments, or a percentage obtained through a limited number of computer simulations, and is not specifically limited here. Preferably, the preset percentage is 25%.

[0099] That is to say, when the vehicle's current life cycle is a continuous use cycle, the embodiment of the present application can reduce the single full-charge mileage of the electric vehicle to 25% of the initial mileage, thereby avoiding safety problems caused by excessive use by users and improving safety.

[0100] According to the application method of the power battery proposed in the embodiment of the present application, the actual use parameters of the power battery of the electric vehicle are obtained, and the current life cycle of the power battery is identified according to the actual use parameters, and the mileage reduction rate corresponding to the actual use parameters is determined according to the current life cycle, and the current use constraints of the power battery are matched based on the mileage reduction rate, so that the power battery can supply power to the electric vehicle according to the current use constraints. Thus, limiting conditions are added to the use of the battery, reducing the safety risk of over-service of power battery products, extending the safe service life of the battery, solving the problem of over-service of power batteries affecting the user's driving experience and even affecting personal safety, and improving the safety of the vehicle.

[0101] Next, an application device of a power battery according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0102] Figure 3 It is a block diagram of an application device of a power battery according to an embodiment of the present application.

[0103] like Figure 3 As shown, the power battery application device 10 includes: an acquisition module 100 , an identification module 200 and a matching module 300 .

[0104] The acquisition module 100 is used to acquire the actual usage parameters of the power battery of the electric vehicle;

[0105] The identification module 200 is used to identify the current life cycle of the power battery according to the actual use parameters; and

[0106] The matching module 300 is used to determine the mileage reduction rate corresponding to the actual usage parameter according to the current life cycle, and match the current usage constraint of the power battery based on the mileage reduction rate, so that the power battery can supply power to the electric vehicle according to the current usage constraint.

[0107] Optionally, the matching module 300 is specifically used for:

[0108] If the current life cycle is the design life cycle, the mileage reduction rate is the first mileage reduction rate;

[0109] If the current life cycle is a safety optimization cycle, the mileage reduction rate is the second mileage reduction rate;

[0110] If the current life cycle is a safety bottom-up cycle, the mileage reduction rate is the third mileage reduction rate;

[0111] If the current life cycle is a continuous use cycle, the mileage decrease rate is 0.

[0112] Optionally, the second mileage decrease rate is obtained by a first preset multiple of the first mileage decrease rate, and the third mileage decrease rate is obtained by a second preset multiple of the second mileage decrease rate.

[0113] Optionally, during the continuous use period, the matching module 300 is further used to:

[0114] The single full-charge mileage of the electric vehicle is reduced to the mileage that guides users to scrap the electric vehicle, wherein the mileage that guides users to scrap the electric vehicle is obtained by a preset percentage of the initial mileage.

[0115] Optionally, the actual usage parameters include cumulative mileage, service life and / or cumulative charging capacity, and the current usage constraints include a charging SOC upper limit value, a charging SOC lower limit value, a discharging SOC upper limit value and / or a discharging SOC upper and lower limit values.

[0116] It should be noted that the aforementioned explanation of the embodiment of the power battery application method is also applicable to the power battery application device of this embodiment, which will not be repeated here.

[0117] According to the application device of the power battery proposed in the embodiment of the present application, the actual use parameters of the power battery of the electric vehicle are obtained, and the current life cycle of the power battery is identified according to the actual use parameters, and the mileage reduction rate corresponding to the actual use parameters is determined according to the current life cycle, and the current use constraints of the power battery are matched based on the mileage reduction rate, so that the power battery can supply power to the electric vehicle according to the current use constraints. In this way, limiting conditions are added to the use of the battery, the safety risk of over-service of power battery products is reduced, the safe service life of the battery is extended, and the problem of affecting the user's driving experience and even personal safety due to over-service of the power battery is solved, thereby improving the safety of the vehicle.

[0118] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0119] Memory 401 , processor 402 , and a computer program stored in the memory 401 and executable on the processor 402 .

[0120] When the processor 402 executes the program, the application method of the power battery provided in the above embodiment is implemented.

[0121] Furthermore, the vehicle also includes:

[0122] The communication interface 403 is used for communication between the memory 401 and the processor 402 .

[0123] The memory 401 is used to store computer programs that can be executed on the processor 402 .

[0124] The memory 401 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0125] If the memory 401, the processor 402 and the communication interface 403 are implemented independently, the communication interface 403, the memory 401 and the processor 402 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0126] Optionally, in a specific implementation, if the memory 401, the processor 402 and the communication interface 403 are integrated on a chip, the memory 401, the processor 402 and the communication interface 403 can communicate with each other through an internal interface.

[0127] The processor 402 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0128] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the above-mentioned power battery application method when executed by a processor.

[0129] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0130] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0131] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0132] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0133] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0134] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0135] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0136] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for applying a power battery, characterized in that: The following steps are involved: Obtain the actual usage parameters of the power battery of the electric vehicle; Identifying a current life cycle of the power battery according to the actual usage parameter; as well as Determining a mileage reduction rate corresponding to the actual usage parameter according to the current life cycle, and matching a current usage constraint of the power battery based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current usage constraint; The actual use parameters include cumulative mileage, service life and / or cumulative charging capacity, and the current use constraints include a charging SOC upper limit value, a charging SOC lower limit value, a discharging SOC upper limit value and / or a discharging SOC upper and lower limit values; The determining, according to the current life cycle, the mileage reduction rate corresponding to the actual usage parameter includes: If the current life cycle is the design life cycle, the mileage reduction rate is the first mileage reduction rate K1; If the current life cycle is a safety optimization cycle, the mileage reduction rate is a second mileage reduction rate K2; If the current life cycle is a safety fallback cycle, the mileage reduction rate is the third mileage reduction rate K3; If the current life cycle is a continuous use cycle, the mileage decrease rate is 0; The second mileage decrease rate is obtained by a first preset multiple of the first mileage decrease rate, the first preset multiple is 2-3 times, and the third mileage decrease rate is obtained by a second preset multiple of the second mileage decrease rate, the second preset multiple is 1.5-2 times; The design basis of the mileage reduction rate is as follows: K2 / K1=2-3 times, K3 / K2=1.5-2 times; K1= ； K2= ； K3= ; Among them, SOH1, SOH2, and SOH3 are the health states of the power battery system at inflection points A, B, and C, respectively; DOD1, DOD2, and DOD3 are the discharge depths of the power battery system at inflection points A, B, and C, respectively. The discharge depth at inflection point A is SOC 1上限 -SOC 1下限 , the discharge depth at the inflection point B is SOC 2上限 -SOC 2下限 , the discharge depth at the inflection point C is SOC 3上限 –SOC 3下限 .

2. The method according to claim 1, characterized in that During the continuous use period, it also includes: The single full-charge mileage of the electric vehicle is reduced to the mileage for guiding users to scrap the electric vehicle, wherein the mileage for guiding users to scrap the electric vehicle is obtained by a preset percentage of the initial mileage.

3. A power battery application device, characterized in that: include: An acquisition module, used to acquire actual usage parameters of the power battery of the electric vehicle; An identification module, used to identify the current life cycle of the power battery according to the actual use parameters; as well as a matching module, configured to determine a mileage reduction rate corresponding to the actual use parameter according to the current life cycle, and match a current use constraint of the power battery based on the mileage reduction rate, so that the power battery supplies power to the electric vehicle according to the current use constraint; The actual use parameters include cumulative mileage, service life and / or cumulative charging capacity, and the current use constraints include a charging SOC upper limit value, a charging SOC lower limit value, a discharging SOC upper limit value and / or a discharging SOC upper and lower limit values; The matching module is specifically used for: If the current life cycle is the design life cycle, the mileage reduction rate is the first mileage reduction rate; If the current life cycle is a safety optimization cycle, the mileage reduction rate is a second mileage reduction rate; If the current life cycle is a safety fallback cycle, the mileage reduction rate is the third mileage reduction rate; If the current life cycle is a continuous use cycle, the mileage decrease rate is 0; The second mileage decrease rate is obtained by a first preset multiple of the first mileage decrease rate, the first preset multiple is 2-3 times, and the third mileage decrease rate is obtained by a second preset multiple of the second mileage decrease rate, the second preset multiple is 1.5-2 times; The design basis of the mileage reduction rate is as follows: K2 / K1=2-3 times, K3 / K2=1.5-2 times; K1= ； K2= ； K3= ; Among them, SOH1, SOH2, and SOH3 are the health states of the power battery system at inflection points A, B, and C, respectively; DOD1, DOD2, and DOD3 are the discharge depths of the power battery system at inflection points A, B, and C, respectively. The discharge depth at inflection point A is SOC 1上限 -SOC 1下限 , the discharge depth at the inflection point B is SOC 2上限 -SOC 2下限 , the discharge depth at the inflection point C is SOC 3上限 –SOC 3下限 .

4. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the power battery application method according to any one of claims 1 to 2.

5. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the application method of the power battery as described in any one of claims 1-2.

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