A method, device and vehicle-mounted terminal for determining the discharge limit power of a whole vehicle

Abstract

The present invention provides a method, device and vehicle-mounted terminal for determining the vehicle's discharge limit power. The method includes: obtaining the operating state of the range extender of the vehicle, the power generation power of the range extender, the available power of the battery and the remaining electric driving range; if the operating state of the range extender is the off state, determining the vehicle's discharge limit power according to the remaining electric driving range and the available power of the battery; if the operating state of the range extender is the on state, determining the vehicle's discharge limit power according to the remaining electric driving range, the power generation power of the range extender and the available power of the battery; determining the vehicle's discharge limit power in different operating states of the range extender through the remaining driving range, the power generation power of the range extender and the available power of the battery, which can perform energy management based on dynamic driving range and the real-time state of the vehicle, is beneficial to protecting the battery health, and ensures that the vehicle's power performance and comfort are not affected during the energy management process.

Description

Technical Field

[0001] The present invention relates to the technical field of energy management, and particularly to a method and device for determining the vehicle discharge limit power and an in-vehicle terminal. Background Art

[0002] With the development of intelligent technologies, the energy management methods of vehicles are constantly innovating. Range-extended electric vehicles combine the characteristics of pure electric vehicles and traditional internal combustion engine vehicles, and extend the driving range by generating electricity through an internal combustion engine. Therefore, for range-extended electric vehicles, it is necessary to comprehensively consider the influence of internal combustion engine power generation and pure electric driving range on energy management.

[0003] The current energy management rules for range-extended electric vehicles are all based on the vehicle's SOC (State of Charge). Usually, fixed energy management methods are adopted, such as starting the internal combustion engine to generate electricity when the SOC is low, or preferentially using battery energy when the SOC is high. This mode cannot be intelligently adjusted in combination with vehicle energy consumption, which may lead to the vehicle discharge limit power being difficult to meet vehicle requirements or the user experience deteriorating. It cannot dynamically adjust the vehicle discharge limit power according to the remaining pure electric driving range and the available battery power, so that the power performance of the vehicle is smoothly released without an obvious sense of power mutation. Secondly, this fixed energy management method is often static and does not consider the influence of factors such as real-time road conditions, driving behavior, and environmental temperature on energy consumption, which does not conform to the user's driving scenario, has low reference value in cold regions, is not conducive to protecting the battery health, and reduces the power performance, economy, and comfort of the vehicle. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention are proposed to provide a method and device for determining the vehicle discharge limit power and an in-vehicle terminal that overcome or at least partially solve the above problems.

[0005] According to a first aspect of the present invention, a method for determining the vehicle discharge limit power is provided. The method includes:

[0006] Obtaining the operating state of the range extender, the power generation power of the range extender, the available battery power, and the remaining pure electric driving range of the vehicle;

[0007] If the operating state of the range extender is the off state, determining the vehicle discharge limit power according to the remaining pure electric driving range and the available battery power;

[0008] If the operating state of the range extender is the on state, determining the vehicle discharge limit power according to the remaining pure electric driving range, the power generation power of the range extender, and the available battery power.

[0009] Optionally, determining the vehicle's discharge limit power according to the remaining pure - electric driving range and the available battery power includes:

[0010] Determine a first target parameter according to the remaining pure - electric driving range, the available battery power, and a first mapping relationship, where the first mapping relationship is used to indicate the relationship between the remaining pure - electric driving range, the available battery power, and the first target parameter;

[0011] Determine the vehicle's discharge limit power according to the first target parameter.

[0012] Optionally, determining the vehicle's discharge limit power according to the remaining pure - electric driving range, the power generation power of the range extender, and the available battery power includes:

[0013] Determine a second target parameter according to the remaining pure - electric driving range, the power generation power of the range extender, and a second mapping relationship, where the second mapping relationship is used to indicate the relationship between the remaining pure - electric driving range, the power generation power of the range extender, and the second target parameter;

[0014] Determine the vehicle's discharge limit power according to the first target parameter, the second target parameter, and the power generation power of the range extender.

[0015] Optionally, the method further includes:

[0016] Obtain the difference between the vehicle's discharge limit power and the reserved power to obtain a target difference, where the reserved power is determined according to the operating state of the range extender;

[0017] Determine the thermal management limit power according to the target difference, the remaining pure - electric driving range, and a third mapping relationship, where the third mapping relationship is used to indicate the relationship between the remaining pure - electric driving range, the target difference, and the thermal management limit power.

[0018] Optionally, the method further includes:

[0019] Obtain the remaining battery power and the average power consumption;

[0020] Determine the remaining pure - electric driving range according to the remaining battery power and the average power consumption.

[0021] Optionally, the method further includes:

[0022] Obtain the historical power generation power of the range extender for each cycle, the historical actual battery power for each cycle, and the total vehicle driving mileage;

[0023] Obtain the average power consumption according to the historical power generation power of the range extender, the historical actual battery power, and the total vehicle driving mileage.

[0024] Optionally, obtaining the average power consumption according to the historical range extender power generation, the historical actual battery power, and the total vehicle driving mileage includes:

[0025] Obtaining a first power consumption according to the historical range extender power generation, the historical actual battery power, and the total vehicle driving mileage;

[0026] Obtaining a second power consumption according to the mileage range of the total vehicle driving mileage;

[0027] Determining the average power consumption according to the first power consumption and / or the second power consumption.

[0028] Optionally, the method further includes:

[0029] Determining a power consumption alarm level according to the remaining pure-electric driving range and a preset power level;

[0030] Correcting the vehicle's overall power discharge limit according to the power consumption alarm level.

[0031] According to a second aspect of the present invention, there is provided a device for determining the vehicle's overall power discharge limit, the device including:

[0032] A data acquisition module, configured to acquire the operating state of the vehicle's range extender, the range extender power generation, the available battery power, and the remaining pure-electric driving range;

[0033] A range extender-off vehicle overall power discharge limit determination module, configured to, if the operating state of the range extender is the off state, determine the vehicle's overall power discharge limit according to the remaining pure-electric driving range and the available battery power;

[0034] A range extender-on vehicle overall power discharge limit determination module, configured to, if the operating state of the range extender is the on state, determine the vehicle's overall power discharge limit according to the remaining pure-electric driving range, the range extender power generation, and the available battery power.

[0035] According to a third aspect of the present invention, there is provided a vehicle-mounted terminal, the vehicle-mounted terminal including: a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is configured to execute a computer program stored in the memory to implement the steps of the above-mentioned method for determining the vehicle's overall power discharge limit.

[0036] The embodiments of the present invention include the following advantages:

[0037] In an embodiment of the present invention, the operating state of the range extender of the vehicle, the power generation power of the range extender, the available power of the battery, and the remaining pure-electric driving range are obtained; if the operating state of the range extender is the off state, the overall vehicle discharge limit power is determined according to the remaining pure-electric driving range and the available power of the battery; if the operating state of the range extender is the on state, the overall vehicle discharge limit power is determined according to the remaining pure-electric driving range, the power generation power of the range extender, and the available power of the battery; determining the overall vehicle discharge limit power under different operating states of the range extender through the remaining driving range of the vehicle, the power generation power of the range extender, and the available power of the battery can perform energy management based on dynamic range and the real-time state of the vehicle, which is beneficial to protecting the battery health and ensuring that the power performance and comfort of the vehicle are not affected during the energy management process.

[0038] The above description is only an overview of the technical solution of the present invention. In order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are specifically given below. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0040] Figure 1 is a flowchart of the steps of an embodiment of a method for determining the overall vehicle discharge limit power of the present invention;

[0041] Figure 2 is a structural block diagram of an embodiment of a device for determining the overall vehicle discharge limit power of the present invention.

[0042] Reference numerals: 201 - data acquisition module, 202 - overall vehicle discharge limit power determination module when the range extender is off, 203 - overall vehicle discharge limit power determination module when the range extender is on. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0043] The exemplary embodiments of the present invention will be described in more detail below with reference to the drawings. Although the exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present invention can be more thoroughly understood and the scope of the present invention can be fully conveyed to those skilled in the art.

[0044] The terms "first", "second", etc. in the specification and claims of the present invention are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0045] In conjunction with the accompanying drawings, a method and system for determining a vehicle discharge limit power provided by an embodiment of the present invention will be described in detail through specific embodiments and application scenarios.

[0046] With the development of intelligent technology, the energy management methods of automobiles are also constantly being innovated. Extended-range vehicles combine the characteristics of pure electric vehicles and traditional internal combustion engine vehicles, and extend the cruising range by generating electricity through internal combustion engines. Therefore, for extended-range vehicles, it is necessary to comprehensively consider the impact of internal combustion engine power generation and pure electric cruising range on energy management.

[0047] The current energy management rules for extended-range vehicles are based on the vehicle's SOC (State of Charge), and usually adopt a fixed energy management method, such as starting the internal combustion engine to generate electricity when the SOC is low, or giving priority to battery energy when the SOC is high. This mode cannot be adjusted intelligently in combination with the vehicle's energy consumption, which may cause the vehicle's discharge limit power to be unable to meet vehicle needs or reduce user experience. It cannot dynamically adjust the vehicle's discharge limit power according to the remaining pure electric range and the battery's available power, so that the vehicle's power is released smoothly without obvious power mutations.

[0048] Secondly, this fixed energy management method is often static and does not take into account the impact of real-time road conditions, driving behavior, ambient temperature and other factors on energy consumption. It does not conform to the user's vehicle usage scenarios, has a low reference value in cold areas, is not conducive to protecting battery health, and reduces vehicle power, economy, and comfort.

[0049] Reference Figure 1 , shows a flowchart of a method for determining a vehicle discharge limit power according to an embodiment of the present invention, which may specifically include the following steps:

[0050] Step 101, obtaining the vehicle's range extender operating status, range extender power generation, battery available power, and pure electric remaining range;

[0051] In the embodiments of the present invention, the GCU (Generator Control Unit) current and the GCU voltage can be obtained from the range extender control system, that is and , when the range extender generates electricity, the GCU current is positive. Therefore, the working state of the range extender can be determined by , and the power generated by the range extender can be calculated by and , that is, the power generated by the range extender , that is ; wherein, when is greater than 0, the working state of the range extender is the on state; when is equal to 0, the working state of the range extender is the off state;

[0052] The available power of the battery can be obtained from the BMS (Battery Management System), the current and voltage of the battery management system, that is and , and the actual power of the battery can be calculated by and , that is , that is , wherein: since the BMS usually introduces a safety margin to ensure that the battery operates within a safe range, the available power of the battery is not equal to the actual power of the battery . The available power of the battery is the maximum power that the battery can safely release under specific conditions (such as the current SOC, temperature, health status, etc.). The actual power of the battery is the actual output power of the battery calculated according to the current current and voltage of the battery management system. The historical actual power of the battery calculated, that is, the actual power of the battery at each moment can determine the average power consumption of the vehicle; the remaining pure electric driving range can be determined according to the SOE (State Of Energy) in the BMS and the average power consumption of the vehicle.

[0053] In this embodiment, after obtaining the working state of the range extender, it is determined whether the working state of the range extender is the off state or the on state. If the working state of the range extender is the off state, step 102 is executed; if the working state of the range extender is the on state, step 103 is executed.

[0054] Step 102, if the working state of the range extender is the off state, determine the vehicle discharge limit power according to the remaining pure electric driving range and the available power of the battery;

[0055] In this embodiment, if the operating state of the range extender is the off state, the vehicle's discharge limit power can be determined according to the remaining pure-electric driving range and the available battery power to determine the vehicle's discharge limit power .

[0056] Step 103, if the operating state of the range extender is the on state, determine the vehicle's discharge limit power according to the remaining pure-electric driving range, the power generation power of the range extender, and the available battery power.

[0057] In this embodiment, if the operating state of the range extender is the on state, then according to the remaining pure-electric driving range , the power generation power of the range extender and the available battery power to determine the vehicle's discharge limit power .

[0058] In practical applications, due to the reason that the range extender has been started, the vehicle is in the range extender power generation state. At this time the vehicle's discharge limit power corresponding to the on state of the range extender can be calculated through the power generation power of the range extender , the available battery power and the remaining pure-electric driving range . Based on the dynamic driving range and the real-time state of the vehicle for energy management is beneficial to protecting the battery health, and ensures that the vehicle's power performance and comfort are not affected during the process of determining the vehicle's discharge limit power. , which is beneficial to protecting the battery health, and ensures that the vehicle's power performance and comfort are not affected during the process of determining the vehicle's discharge limit power.

[0059] A method for determining the vehicle's discharge limit power provided by an embodiment of the present invention includes obtaining the operating state of the vehicle's range extender, the power generation power of the range extender, the available battery power, and the remaining pure-electric driving range; if the operating state of the range extender is the off state, determine the vehicle's discharge limit power according to the remaining pure-electric driving range and the available battery power; if the operating state of the range extender is the on state, determine the vehicle's discharge limit power according to the remaining pure-electric driving range, the power generation power of the range extender, and the available battery power; determine the vehicle's discharge limit power in different operating states of the range extender through the remaining driving range of the vehicle, the power generation power of the range extender, and the available battery power, and can perform energy management based on the dynamic driving range and the real-time state of the vehicle, which is beneficial to protecting the battery health, and ensures that the vehicle's power performance and comfort are not affected during the process of energy management.

[0060] In an embodiment of the present invention, determining the vehicle's discharge limit power according to the remaining pure-electric driving range and the available battery power includes:

[0061] Determine a first target parameter according to the remaining pure - electric driving range, the available battery power, and a first mapping relationship, where the first mapping relationship is used to indicate the relationship between the remaining pure - electric driving range, the available battery power, and the first target parameter;

[0062] Determine the vehicle's discharge limit power according to the first target parameter.

[0063] In an embodiment of the present invention, when the operating state of the range extender is off, the first mapping relationship can be used to determine the first target parameter that matches the remaining pure - electric driving range and the available battery power and then obtain the vehicle's discharge limit power according to the first target parameter .

[0064] Among them, the above - mentioned first mapping relationship can be the relationship between the remaining pure - electric driving range, the available battery power, and the first target parameter calibrated in advance based on the correlation between the three. The method of calibrating the first mapping relationship includes, but is not limited to, ensuring that the first target parameter ≥ the sum of the battery thermal management required power and the reserved power under different remaining pure - electric driving ranges and different available battery powers. At the same time, the first target parameter increases with the increase of the remaining pure - electric driving range and the available battery power, and the power performance is smoothly released without obvious power mutation. Among them: the battery thermal management required power can be the minimum power to maintain the battery temperature by receiving the historical power settings of the CCU (Cooling Control Unit) and PTC (Positive Temperature Coefficient) heating components of the thermal management system, so that the battery can be normally charged and discharged, that is, the battery thermal management required power; the reserved power includes the power setting to keep the DCDC converter working normally as the first reserved power and the second reserved power reserved for the start of the range extender ; in this first mapping relationship, the larger the remaining pure - electric driving range, the larger the first target parameter, and the larger the available battery power, the larger the first target parameter. As an exemplary implementation, the first mapping relationship can be Table 1, where the horizontal axis of Table 1 represents the available battery power and the vertical axis represents the remaining pure - electric driving range , and the look - up value is the first target parameter a. For example, the above - mentioned first mapping relationship can be shown in Table 1 as follows: In Table 1, the current vehicle's remaining pure - electric driving range can be found by looking up the table

[0065]

[0066] ​ and the available power of the battery matched first target parameter a.

[0067] In one embodiment, when the range extender is in the off state, since the range extender is not started at this time and there is only the vehicle discharge limit power in the battery discharge scenario, the first target parameter can be set to the vehicle discharge power. That is, the implementation method of determining the vehicle discharge limit power according to the first target parameter can be the vehicle discharge limit power .

[0068] Specifically, in Table 1, in combination with the strategy of energy replenishment reminder based on the remaining pure-electric driving range, when the remaining pure-electric driving range is greater than 10 km and less than 20 km, the vehicle discharge limit power starts to be restricted , to avoid too rapid a decrease in the battery level; when the remaining pure-electric driving range is less than 3 km, the vehicle discharge limit power is strictly restricted , to avoid over-discharging of the battery pack; when the remaining pure-electric driving range is greater than 3 km and less than 10 km, a transition of the discharge power is performed.

[0069] In an embodiment of the present invention, determining the vehicle discharge limit power according to the remaining pure-electric driving range, the power generation power of the range extender, and the available power of the battery includes:

[0070] Determining a second target parameter according to the remaining pure-electric driving range, the power generation power of the range extender, and a second mapping relationship, where the second mapping relationship is used to indicate the relationship between the remaining pure-electric driving range, the power generation power of the range extender, and the second target parameter;

[0071] Determining the vehicle discharge limit power according to the first target parameter, the second target parameter, and the power generation power of the range extender.

[0072] In an embodiment of the present invention, when the range extender is in the on state, the second target parameter matched with the remaining pure-electric driving range and the power generation power of the range extender can be determined according to the second mapping relationship. The purpose of setting the second target parameter is to reserve power generation power for charging the battery pack to avoid the battery pack having too low a power level and too rapid a decrease in the power level. Then, according to the first target parameter, the second target parameter, and the power generation power of the range extender the vehicle discharge limit power required when the range extender is in the on state is obtained .

[0073] Among them, the second mapping relationship can be the relationship between the power generation power of the range extender, the remaining pure - electric driving range, and the second target parameter calibrated in advance based on the correlation among the three. Then, after determining the second target parameter according to the second mapping relationship, the vehicle's discharge limit power is calculated by combining the first target parameter and the power generation power of the range extender. , that is: .

[0074] The methods for calibrating the second mapping relationship include, but are not limited to, ensuring that under different remaining pure - electric driving ranges and different available battery powers, the final vehicle's discharge limit power ≥ the sum of the battery thermal management required power and the reserved power , and at the same time, the vehicle's discharge limit power is smoothly released with the dynamic performance along with the remaining pure - electric driving range, without an obvious sense of power mutation; in this second mapping relationship, the larger the remaining pure - electric driving range, the smaller the second target parameter, and the larger the power generation power of the range extender, the larger the second target parameter. As an exemplary implementation, the second mapping relationship can be Table 2, where the horizontal axis of Table 2 represents the power generation power of the range extender , and the vertical axis represents the remaining pure - electric driving range , and the looked - up value is the second target parameter b. For example, the above - mentioned second mapping relationship can be shown in Table 2 as follows;

[0075]

[0076] In Table 2, the second target parameter b matching the current vehicle's remaining pure - electric driving range and the power generation power of the range extender can be found. Among them, dividing the power generation power of the range extender by 1000 is to keep the unit consistent with the first target parameter a, so that the unit of the second target parameter b is kilowatt (kW); the purpose of setting the second target parameter b is to reserve power generation for charging the battery pack to avoid the battery pack's low power and rapid power decline, which may damage the battery health. After determining the second target parameter b, the vehicle's discharge limit power corresponding to the range extender in the on - state is calculated through .

[0077] Among them, is the vehicle's discharge limit power, with the unit of kW; a is the first target parameter obtained according to the first mapping relationship, with the unit of kW; is the GCU current and GCU voltage obtained from the range extender control system, that is and , through and Calculate the power generated by the range extender , with the unit of W; b is the second target parameter obtained according to the second mapping relationship, with the unit of kW.

[0078] Specifically, in Table 2, also combined with the strategy of energy replenishment reminder based on the remaining pure - electric driving range, and when the remaining pure - electric driving range is greater than 20 km, release the power generated by the range extender; when the remaining pure - electric driving range is less than 3 km, reserve more power generated by the range extender to quickly charge the battery. At different remaining pure - electric driving ranges, the second target parameter b is restricted to different degrees, and different powers generated by the range extender are reserved to ensure that as the remaining pure - electric driving range increases smoothly, the vehicle's power performance is released smoothly while ensuring the battery health, without an obvious sense of power mutation.

[0079] In an embodiment of the present invention, the method further includes:

[0080] Obtain the difference between the vehicle's discharge limit power and the reserved power to obtain a target difference, where the reserved power is determined according to the operating state of the range extender;

[0081] According to the target difference, the remaining pure - electric driving range, and the third mapping relationship, determine the thermal management limit power, where the third mapping relationship is used to indicate the relationship between the remaining pure - electric driving range, the target difference, and the thermal management limit power.

[0082] In an embodiment of the present invention, the reserved power at least includes a first reserved power and a second reserved power , that is .

[0083] Specifically, in a range - extender vehicle, the DCDC converter is one of the core components of the vehicle's electrical system, responsible for coordinating the energy transfer between the high - voltage battery pack and the low - voltage electrical equipment, managing the energy conversion between the high - voltage battery pack and the low - voltage electrical system, and used to convert the voltage of the high - voltage battery pack (usually 300V - 400V) into the voltage required by the low - voltage system (usually 12V or 24V). Therefore, it is very closely related to the power supply of the vehicle's equipment. Therefore, the DCDC converter is a prerequisite for ensuring the normal operation of the controller, and running the DCDC converter is a necessary condition for vehicle operation. Therefore, the power set to keep the DCDC converter working normally is the first reserved power .

[0084] Secondly, since a certain amount of energy is consumed when the range extender starts, in an embodiment of the present invention, the power reserved for the range extender to start is set as the second reserved power , where the starting power of the range extender depends on factors such as the type of range extender, the operating state of the range extender, the ambient temperature, and the battery state.

[0085] Optionally, the first reserved power can be set to 1 kW, and the second reserved power is set to 0 kW when the operating state of the range extender is off; and is set to 2 kW when the operating state of the range extender is on, where the first reserved power and the second reserved power The power can be adjusted according to the type of range extender, the ambient temperature, the battery state, the vehicle state setting, and the requirements of the DCDC controller. The present invention does not limit this.

[0086] After determining the second reserved power according to the operating state of the range extender , the reserved power can be obtained according to the preset first reserved power , combined with the vehicle discharge limit power calculated according to the operating state of the range extender, the power generation power of the range extender, the available power of the battery, and the remaining pure electric driving range , the vehicle discharge limit power and the reserved power The difference between them is used as the target difference, that is, the target difference = , and then according to the target difference , the remaining pure electric driving range and the third mapping relationship, the thermal management limit power is determined to ensure that under different remaining pure electric driving ranges and different available battery powers , it can be ensured that the vehicle discharge limit power can meet the thermal management limit power , the first reserved power and the second reserved power power, avoiding the situation where the battery thermal management cannot be satisfied and the power value required for the start of the range extender is not sufficient, resulting in the inability to start the range extender even with a fuel range extender and causing a risk of battery thermal runaway.

[0087] Among them, the above-mentioned third mapping relationship can be the relationship between the target difference, the remaining pure electric driving range, and the thermal management limit power calibrated in advance based on the correlation between the target difference, the remaining pure electric driving range, and the thermal management limit power; specifically, the method of calibrating the third mapping relationship includes, but is not limited to, under different remaining pure electric driving ranges and different available battery powers, ensuring that the thermal management limit power ≥ the power required for battery thermal management, and at the same time the thermal management limit power As the remaining pure - electric driving range and the available battery power increase, the thermal management effect in the passenger compartment increases smoothly, and there is no obvious sense of change in the thermal management power in the passenger compartment; in this third mapping relationship, the larger the remaining pure - electric driving range, the larger the thermal management limit power, the larger the target difference, and the larger the thermal management limit power. As an exemplary implementation, the third mapping relationship can be Table 3, where the horizontal axis of Table 3 represents the target difference, that is , and the vertical axis represents the remaining pure - electric driving range , and the value looked up in the table is the thermal management limit power. For example, the above - mentioned third mapping relationship can be shown as Table 3 below;

[0088]

[0089] Moreover, in this embodiment, controlling the thermal management limit power includes the battery thermal management power and the thermal management power in the passenger compartment. At different remaining pure - electric driving ranges, it can ensure that the thermal management limit power is greater than or equal to the battery thermal management required power. As the remaining pure - electric driving range increases, the thermal management effect in the passenger compartment increases smoothly, and there is no obvious sense of change in the thermal management power in the passenger compartment.

[0090] Through this embodiment, when the remaining pure - electric driving range is less than 3 km, the thermal management requirements can be preferentially met to avoid abnormal battery temperature; when the remaining pure - electric driving range is greater than 3 km, based on controlling the thermal management limit power grows slowly to release the driving power.

[0091] When calculating and determining the vehicle's discharge limit power , the priorities of various powers will be comprehensively considered. In this embodiment, the priority of the first reserved power is greater than that of the second reserved power , the priority of the second reserved power is greater than that of the thermal management limit power , the priority of the thermal management limit power is greater than that of the driving power . Therefore, the vehicle's discharge limit power and the thermal management limit power calculated according to this embodiment are both determined on the basis of satisfying the first reserved power and the second reserved power . They preferentially meet the necessary conditions for vehicle operation and range extender startup, and then determine the vehicle's driving power on the basis of ensuring the battery thermal management requirements, thereby realizing the smooth release of power while protecting the battery health and better releasing the vehicle's dynamic performance.

[0092] In an embodiment of the present invention, the method further includes:

[0093] Obtain the remaining battery power and average power consumption;

[0094] Determine the remaining pure - electric driving range based on the remaining battery power and the average power consumption.

[0095] In this embodiment, the remaining pure - electric driving range that the current remaining battery power SOE can travel is calculated based on SOE (State of Energy, remaining battery power) and average power consumption , where SOC (State of Charge, charge state) is the proportion of the remaining battery power to the total battery power. Therefore, the remaining battery power SOE = charge state SOC * total battery pack power.

[0096] Specifically, the remaining pure - electric driving range can be calculated through Formula 2 :

[0097] Formula 2:

[0098] ;

[0099] Where is the remaining pure - electric driving range; SOE is the remaining battery power, which can be determined by SOE = charge state SOC * total battery pack power; is the average power consumption.

[0100] A more accurate remaining pure - electric driving range can be obtained through the average power consumption during vehicle driving. Furthermore, energy management can be more accurately based on dynamic driving range and the real - time state of the vehicle, protecting the battery health.

[0101] In an embodiment of the present invention, the method further includes:

[0102] Obtain the historical power generation power of the range extender for each cycle, the historical actual power of the battery for each cycle, and the total vehicle driving mileage;

[0103] Based on the historical power generation power of the range extender, the historical actual power of the battery, and the total vehicle driving mileage, obtain the average power consumption.

[0104] In this embodiment, the average power consumption is calculated by the controller collecting the historical power consumption data and driving distance of the operation cycle. The historical power consumption data at least includes the historical BMS current obtained from the battery management system and the historical BMS voltage and the historical GCU current obtained from the range extender control system and the historical GCU voltage .

[0105] Since the power consumption required varies under different temperatures and different driving habits of the vehicle, the average power consumption obtained by cumulatively calculating the historical power consumption data and the driving distance of each operation cycle comprehensively considers the user's driving habits and the vehicle usage scenarios of each operation cycle, making the remaining electric driving range calculated based on this average power consumption more accurate and more valuable as a reference in cold regions, ensuring that the vehicle's discharge limit power and thermal management limit power can meet the vehicle driving requirements and effectively protecting the battery health.

[0106] In an embodiment of the present invention, obtaining the average power consumption according to the historical range extender power generation power, the historical actual battery power, and the total vehicle driving mileage includes:

[0107] Obtaining a first power consumption according to the historical range extender power generation power, the historical actual battery power, and the total vehicle driving mileage;

[0108] Obtaining a second power consumption according to the mileage range of the total vehicle driving mileage;

[0109] Determining the average power consumption according to the first power consumption and / or the second power consumption.

[0110] In practical applications, the first power consumption can be calculated through the historical range extender power generation power of each cycle, the historical actual battery power of each cycle, and the total vehicle driving mileage ; then the total vehicle driving mileage is divided into different mileage ranges, and different methods are used to determine the second power consumption in different mileage ranges Finally, based on the total vehicle driving mileage, the first power consumption and / or the second power consumption the average power consumption is determined .

[0111] Specifically, the first power consumption can be calculated through Formula 3:

[0112] Formula 3:

[0113] ;

[0114] wherein, is the first power consumption, is the historical BMS current of the i-th operation cycle obtained from the battery management system; is the historical BMS voltage of the i-th operation cycle obtained from the battery management system; is the historical GCU current of the i-th operation cycle obtained from the range extender control system; is the historical GCU voltage of the i-th operating cycle obtained from the range extender control system; since a discrete controller is adopted and the discrete controller runs and integrates once every 0.01 s, the operating cycle is 0.01 s, i is the number of operating cycles of the discrete controller, and i is a positive integer greater than 0; is the total vehicle driving mileage; n is the floor value of / 100. For example, assume the current total vehicle driving mileage is 350 kM, at this time , take the floor value of n, and then get n = 3.

[0115] In practical applications, the total vehicle driving mileage is divided into different mileage ranges. The first mileage range is: <100 km; The second mileage range is: km; The third mileage range is: >100 km, and km.

[0116] When the total vehicle driving mileage is within the first mileage range, the average power consumption is:

[0117] When the total vehicle driving mileage is within the second mileage range, the second power consumption is the value of the previous operating cycle when the total vehicle driving mileage reaches km. At this time, the average power consumption is the value of calculated in the previous operating cycle : is the value of calculated in the previous operating cycle

[0118] When the total vehicle driving mileage is within the third mileage range, at this time the average power consumption can be determined by Formula 4:

[0119] Formula 4:

[0120] ;

[0121] wherein, is the first power consumption calculated according to Formula 3 for the current total vehicle driving mileage ; is the second power consumption calculated in the previous operating cycle when the total vehicle driving mileage reaches km; n is the floor value of / 100.

[0122] For example, if the total vehicle mileage of the current vehicle is 50 km, that is = 50 km, at this time the total vehicle mileage is within the first mileage range, so the average power consumption = ;

[0123] If the total vehicle mileage of the current vehicle is 100 km, that is = 100 km, at this time the total vehicle mileage is within the second mileage range. Let the second power consumption be the value of the first power consumption calculated in the previous operation cycle when the total vehicle mileage reaches 100 km , and clear the value of the first power consumption . At this time, the average power consumption = ;

[0124] If the total vehicle mileage of the current vehicle is 100 km, that is = 100 km, at this time the total vehicle mileage is within the second mileage range. Let the second power consumption be the value of the first power consumption calculated in the previous operation cycle when the total vehicle mileage reaches 100 km , and clear the value of the first power consumption . Assume that in the previous operation cycle before the total vehicle mileage reaches 100 km and km, the value of the first power consumption is 10 kW / 100 km. At this time, the average power consumption = = 10 kW / 100 km, and the value of is 0;

[0125] If the total vehicle mileage of the current vehicle is 150 km, that is = 150 km, at this time the total vehicle mileage is within the third mileage range. Assume that at = 150 km, the value of the first power consumption calculated is 20, and at = 100 km, the value of the second power consumption obtained is 10. Therefore, according to Formula 4, the average power consumption can be calculated. Substitute the first power consumption , the second power consumption and the total vehicle mileage into Formula 4, and we get:

[0126] kW / 100km

[0127] In this embodiment, by periodically calculating the first average power consumption by the controller and calculating the second average power consumption in combination with the corresponding relationship between the total vehicle driving mileage and the mileage range, the historical power consumption cumulative value and the current power consumption value can be comprehensively considered during the power consumption calculation, so as to obtain a more accurate average power consumption, and the remaining pure-electric driving mileage calculated based on this average power consumption is more accurate. Furthermore, the vehicle's overall discharge limit power and thermal management limit power determined based on the remaining pure-electric driving mileage are more valuable as a reference in cold regions, ensuring that the vehicle's overall discharge limit power and thermal management limit power can meet the vehicle driving needs and effectively protecting the battery health.

[0128] In an embodiment of the present invention, the method further includes:

[0129] Determining a power consumption alarm level according to the remaining pure-electric driving mileage and a preset power;

[0130] Correcting the vehicle's overall discharge limit power according to the power consumption alarm level.

[0131] After obtaining the remaining pure-electric driving mileage, a power consumption alarm level can also be set based on the remaining pure-electric driving mileage. The power consumption alarm level at least includes: power level 1 alarm, power level 2 alarm, and power level 3 alarm.

[0132] In this embodiment, in addition to determining the vehicle's overall discharge limit power according to the remaining pure-electric driving mileage, the range extender power generation power, and the battery available power, or determining the thermal management limit power according to the difference between the vehicle's overall discharge limit power and the reserved power, the remaining pure-electric driving mileage, and the third mapping relationship, the vehicle's overall discharge limit power or the thermal management limit power can also be corrected based on the power consumption alarm level corresponding to the remaining pure-electric driving mileage.

[0133] Specifically, when the remaining pure-electric driving mileage ≤20km, enter the power level 1 alarm; after entering the power level 1 alarm, when the remaining pure-electric driving mileage >25km, exit the power level 1 alarm;

[0134] When the remaining pure-electric driving mileage ≤10km, enter the power level 2 alarm; after entering the power level 2 alarm, when 25km≥when the remaining pure-electric driving mileage >15km, exit the power level 2 alarm and enter the power level 1 alarm;

[0135] When the remaining pure-electric driving mileage ≤3km, enter the power level 3 alarm; after entering the power level 3 alarm, when 15km≥when the remaining pure-electric driving mileage When it is greater than 5 km, exit the third-level power alarm and enter the second-level power alarm.

[0136] In practical applications, when the range extender is in the off state and the vehicle's discharge limit power is determined according to the remaining pure-electric driving range, the available battery power, and the first mapping relationship, the first mapping relationship will be corrected according to the power alarm level. When the first-level power alarm occurs, the vehicle's discharge limit power will be restricted to avoid too rapid a decrease in power; when the third-level power alarm occurs, the vehicle's discharge limit power will be strictly restricted to avoid over-discharging of the battery pack. Moreover, when the third-level power alarm occurs and the available battery power is greater than or equal to 5 kW, ensure that the vehicle's discharge limit power is greater than or equal to 2 kW to ensure that the range extender can start; during the second-level power alarm, perform a transition of the discharge power so that the vehicle's power is smoothly released without an obvious sense of power mutation.

[0137] When the range extender is in the on state and the vehicle's discharge limit power is determined according to the remaining pure-electric driving range, the power generation power of the range extender, the available battery power, and the second mapping relationship, the second mapping relationship will be corrected according to the power alarm level. Below the third-level power alarm range, reserve more power generation power of the range extender to quickly charge the battery; above the first-level power alarm range, smoothly release the power generation power of the range extender to ensure smooth power release without an obvious sense of power mutation.

[0138] When determining the vehicle's discharge limit power and the thermal management limit power is determined according to the remaining pure-electric driving range and the third mapping relationship, the third mapping relationship will be corrected according to the power alarm level. When the third-level power alarm range is reached, the third mapping relationship will be corrected to give priority to meeting the thermal management requirements and avoid abnormal battery temperature; when above the third-level alarm range (3 km), control the slow increase of the thermal management limit power. On the basis of meeting the requirements of the vehicle's discharge limit power and the thermal management limit power, release the driving power to ensure smooth power release without an obvious sense of power mutation.

[0139] Optionally, when obtaining the working state of the vehicle's range extender, the actual battery power, the available battery power, and the remaining pure-electric driving range, the driving state of the vehicle will also be obtained, and the duration of the power alarm level will be monitored, where the driving state at least includes: the current gear state of the vehicle and whether the battery is in the charging state.

[0140] Judge whether the power alarm level and the vehicle state meet the preset conditions. If they are met, then execute the method for determining the vehicle's discharge limit power for battery protection to prevent the battery pack from continuing to discharge and causing the battery power to be too low.

[0141] In practical applications, only when all of the following conditions are met simultaneously =0. Only when the battery is in a non - charging state, the duration of the three - level power alarm is greater than 3 minutes, and the current gear of the vehicle is in P gear, the method for determining the limited power of the vehicle's overall discharge for battery protection is executed, prompting the user to power down due to low battery power, and performing a high - voltage power - down of the vehicle to prevent the battery pack from continuing to discharge and causing the battery power to be too low.

[0142] Moreover, different prompt effects can be set according to the power alarm level. For example, when the first - level power alarm occurs, the power box displays yellow; when the second - level and third - level power alarms occur, the power box displays red.

[0143] Through the embodiments of the present invention, different power alarm levels can be set according to the range of the remaining cruising range, and then charging reminder can be carried out according to the power alarm level, making the display of the remaining cruising range more reasonable.

[0144] In an alternative embodiment of the present invention, the alarm level setting and charging reminder setting can also be performed for the remaining fuel cruising range. When the remaining fuel cruising range ≤ 50 km, the first - level fuel alarm is entered; after entering the first - level fuel alarm, when the remaining fuel cruising range > 60 km, the first - level fuel alarm is exited;

[0145] When the remaining fuel cruising range ≤ 20 km, the second - level fuel alarm is entered; after entering the second - level fuel alarm, when 60 km ≥ the remaining fuel cruising range > 30 km, the first - level fuel alarm is entered, and when the first - level fuel alarm occurs, the fuel box displays yellow; when the second - level fuel alarm occurs, the fuel box displays red.

[0146] In the embodiments of the present invention, by obtaining the operating state of the range extender of the vehicle, the power generation power of the range extender, the available power of the battery, and the remaining pure - electric cruising range; if the operating state of the range extender is in the off state, the limited power of the vehicle's overall discharge is determined according to the remaining pure - electric cruising range and the available power of the battery; if the operating state of the range extender is in the on state, the limited power of the vehicle's overall discharge is determined according to the remaining pure - electric cruising range, the power generation power of the range extender, and the available power of the battery; determining the limited power of the vehicle's overall discharge in different operating states of the range extender through the remaining cruising range, the power generation power of the range extender, and the available power of the battery can perform energy management based on dynamic cruising and the real - time state of the vehicle, which is beneficial to protecting the battery health and ensuring that the vehicle's power performance and comfort are not affected during the energy management process.

[0147] Refer to Figure 2 , which shows the structural block diagram of an embodiment of a device for determining the limited power of the vehicle's overall discharge according to the present application, and specifically may include the following modules:

[0148] The data acquisition module 201 is used to acquire the operating state of the range extender of the vehicle, the power generation power of the range extender, the available power of the battery, and the remaining pure - electric cruising range;

[0149] The extended-range engine-off vehicle discharge limit power determination module 202 is configured to determine the vehicle discharge limit power according to the remaining pure-electric driving range and the available battery power if the working state of the extended-range engine is in the off state;

[0150] The extended-range engine-on vehicle discharge limit power determination module 203 is configured to determine the vehicle discharge limit power according to the remaining pure-electric driving range, the power generation power of the extended-range engine, and the available battery power if the working state of the extended-range engine is in the on state.

[0151] In the embodiments of the present application, the vehicle discharge limit power determination device provided in the embodiments of the present application obtains the working state of the extended-range engine, the power generation power of the extended-range engine, the available battery power, and the remaining pure-electric driving range of the vehicle; if the working state of the extended-range engine is in the off state, it determines the vehicle discharge limit power according to the remaining pure-electric driving range and the available battery power; if the working state of the extended-range engine is in the on state, it determines the vehicle discharge limit power according to the remaining pure-electric driving range, the power generation power of the extended-range engine, and the available battery power; determining the vehicle discharge limit power under different working states of the extended-range engine through the remaining driving range of the vehicle, the power generation power of the extended-range engine, and the available battery power can perform energy management based on dynamic range and the real-time state of the vehicle, which is beneficial to protecting the battery health and ensuring that the vehicle's power performance and comfort are not affected during the energy management process.

[0152] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For the relevant parts, please refer to the partial description of the method embodiments.

[0153] The embodiments of the present application also provide an in-vehicle terminal, including: a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute the computer program stored in the memory, and when the computer program is executed by the processor, it realizes each process of the above-mentioned method embodiment for determining the vehicle discharge limit power and can achieve the same technical effect. To avoid repetition, it will not be elaborated here.

[0154] Although the preferred embodiments of the embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications once they know the basic creative concept. Therefore, the appended claims are intended to be construed as including the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present invention.

[0155] Those skilled in the art should understand that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the embodiments of the present application can take the form of all-hardware embodiments, all-software embodiments, or embodiments combining software and hardware aspects. Moreover, the embodiments of the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0156] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram can be implemented by computer program instructions, and the combination of processes and / or blocks in the flowchart and / or block diagram can also be implemented. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal devices generate a device for realizing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0157] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured product including an instruction device, and the instruction device realizes the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0158] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device, so that a series of operation steps are executed on the computer or other programmable terminal device to generate a computer-implemented process, and thus the instructions executed on the computer or other programmable terminal device provide steps for realizing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0159] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they know the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present application.

[0160] Finally, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Moreover, the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions, and corresponding operation entrances are provided for users to choose to authorize or reject.

[0161] It should also be noted that in this text, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or terminal device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or terminal device comprising the element.

[0162] The above has introduced in detail a method for determining the vehicle discharge limit power and a device for determining the vehicle discharge limit power provided by the present invention. Specific examples are used in this text to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A method for determining the discharge limit power of a whole vehicle, characterized in that, The method includes: Obtaining the operating state of the range extender of the vehicle, the power generation power of the range extender, the available power of the battery, and the remaining electric driving range; If the operating state of the range extender is the off state, determining the overall vehicle discharge limit power according to the remaining electric driving range and the available power of the battery; If the operating state of the range extender is the on state, determining the overall vehicle discharge limit power according to the remaining electric driving range, the power generation power of the range extender, and the available power of the battery, including: determining a corresponding first target parameter according to the remaining electric driving range and the available power of the battery, determining a corresponding second target parameter for reserving power generation power for charging the battery pack according to the remaining electric driving range and the power generation power of the range extender, and determining the overall vehicle discharge limit power according to the first target parameter, the second target parameter, and the power generation power of the range extender; Obtaining the difference between the overall vehicle discharge limit power and the reserved power to obtain a target difference, where the reserved power is determined according to the operating state of the range extender, and the reserved power includes a first reserved power for ensuring the normal operation of the controller and a second reserved power reserved for starting the range extender; Determining the thermal management limit power according to the target difference, the remaining electric driving range, and a third mapping relationship, where the third mapping relationship is used to indicate the relationship between the remaining electric driving range, the target difference, and the thermal management limit power.

2. The method according to claim 1, wherein Determining the overall vehicle discharge limit power according to the remaining electric driving range and the available power of the battery includes: Determining a first target parameter according to the remaining electric driving range, the available power of the battery, and a first mapping relationship, where the first mapping relationship is used to indicate the relationship between the remaining electric driving range, the available power of the battery, and the first target parameter; Determining the overall vehicle discharge limit power according to the first target parameter.

3. The method according to claim 2, wherein Determining the overall vehicle discharge limit power according to the remaining electric driving range, the power generation power of the range extender, and the available power of the battery includes: Determining a second target parameter according to the remaining electric driving range, the power generation power of the range extender, and a second mapping relationship, where the second mapping relationship is used to indicate the relationship between the remaining electric driving range, the power generation power of the range extender, and the second target parameter.

4. The method according to claim 1, characterized in that The method further includes: Obtaining the remaining battery power and the average power consumption; Determining the remaining electric driving range according to the remaining battery power and the average power consumption.

5. The method according to claim 4, characterized in that The method further includes: Obtaining the historical power generation power of the range extender in each period, the historical actual power of the battery in each period, and the total vehicle driving mileage; Obtaining the average power consumption according to the historical power generation power of the range extender, the historical actual power of the battery, and the total vehicle driving mileage.

6. The method according to claim 5, wherein Obtaining the average power consumption according to the historical power generation power of the range extender, the historical actual power of the battery, and the total vehicle driving mileage includes: Obtaining a first power consumption according to the historical power generation power of the range extender, the historical actual power of the battery, and the total vehicle driving mileage; Obtaining a second power consumption according to the mileage range of the total vehicle driving mileage; Determining the average power consumption according to the first power consumption and / or the second power consumption.

7. The method according to claim 1, characterized in that, The method further includes: Determine the power alarm level according to the remaining pure - electric driving range and the preset power; Modify the vehicle's overall discharge limit power according to the power alarm level.

8. A device for determining the discharge limit power of a whole vehicle, characterized in that, The device includes: A data acquisition module, configured to acquire the operating state of the range extender of the vehicle, the power generation power of the range extender, the available power of the battery, and the remaining pure - electric driving range; An overall vehicle discharge limit power determination module for the case when the range extender is off, which is configured to determine the overall vehicle discharge limit power according to the remaining pure - electric driving range and the available power of the battery if the operating state of the range extender is the off state; An overall vehicle discharge limit power determination module for the case when the range extender is on, which is configured to determine the overall vehicle discharge limit power according to the remaining pure - electric driving range, the power generation power of the range extender, and the available power of the battery if the operating state of the range extender is the on state, including: determining a corresponding first target parameter according to the remaining pure - electric driving range and a second target parameter for reserving power generation power to charge the battery pack, and determining the overall vehicle discharge limit power according to the first target parameter, the second target parameter, and the power generation power of the range extender; A target difference determination module, configured to obtain the difference between the overall vehicle discharge limit power and the reserved power to obtain a target difference, where the reserved power is determined according to the operating state of the range extender, and the reserved power includes a first reserved power for ensuring the normal operation of the controller and a second reserved power reserved for the start of the range extender; A thermal management limit power determination module, configured to determine the thermal management limit power according to the target difference, the remaining pure - electric driving range, and a third mapping relationship, where the third mapping relationship is used to indicate the relationship between the remaining pure - electric driving range, the target difference, and the thermal management limit power.

9. A vehicle-mounted terminal, characterized in that, It includes a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute the computer program stored in the memory to implement the method for determining the overall vehicle discharge limit power according to any one of claims 1 to 7.

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