Charging control method and device of electric vehicle, electric vehicle, medium and product

Abstract

The present application relates to electric vehicle charging technology field, disclose a kind of electric vehicle's charging control method, device, electric vehicle, medium and product, method includes: obtaining the electricity price information of the charging position where electric vehicle is located, charging cutoff time, maximum allowable charging power and current state of charge;Determine the target state of charge of electric vehicle, wherein, target state of charge is the state of charge required to be reached by electric vehicle at charging cutoff time;According to electricity price information, charging cutoff time, maximum allowable charging power, current state of charge and target state of charge, adjust the current charging power of electric vehicle, so that the charging cost required for electric vehicle to complete charging is less than the charging cost required for constant power charging.The present application not only can reduce charging cost, but also can suppress the load fluctuation of power grid side.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle charging technology, specifically to a charging control method, device, electric vehicle, medium, and product for electric vehicles. Background Technology

[0002] Electric vehicles (EVs) are cars that use batteries as their energy source and are driven by electric motors. EVs rely on electricity for power and have advantages such as being environmentally friendly, energy-saving, having low operating costs, and low noise. With advancements in battery technology and the improvement of charging infrastructure, the market share of EVs is rapidly increasing.

[0003] Because the energy stored in the batteries of electric vehicles is limited, electric vehicles need to be charged frequently. Current charging solutions are generally constant-power charging. When users charge their electric vehicles during peak electricity consumption periods, the charging power remains at a constant value for a long time, which not only easily increases the pressure on the power grid, but may also lead to increased charging costs. Summary of the Invention

[0004] In view of this, the present invention provides a charging control method, device, electric vehicle, medium and product for electric vehicles, so as to reduce charging costs and grid operation pressure during constant power charging.

[0005] In a first aspect, the present invention provides a charging control method for an electric vehicle, the method comprising: acquiring electricity price information, charging cutoff time, maximum allowable charging power, and current state of charge (SOC) of the electric vehicle at the charging location; determining the target SOC of the electric vehicle, wherein the target SOC is the SOC that the electric vehicle needs to achieve at the charging cutoff time; and adjusting the current charging power of the electric vehicle based on the electricity price information, charging cutoff time, maximum allowable charging power, current SOC, and target SOC, so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging.

[0006] The electric vehicle charging control method provided in this embodiment dynamically adjusts the current charging power of the electric vehicle during the charging process based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge, and target state of charge. This not only reduces charging costs but also smooths out load fluctuations on the grid side and improves the absorption capacity of renewable energy. Simultaneously, the smooth variation in charging power can extend the battery pack's lifespan.

[0007] In one optional implementation, the electricity price information includes the current electricity price. Based on the electricity price information, the charging cutoff time, the maximum permissible charging power, the current state of charge (SOC), and the target SOC, the current charging power of the electric vehicle is adjusted, including: when the remaining charging time is greater than the minimum charging time, if the current electricity price is less than or equal to a first electricity price threshold, the current charging power is adjusted to a first charging power. Here, the remaining charging time is the difference between the charging cutoff time and the current charging time, the minimum charging time is the time required to raise the current SOC to the target SOC at the maximum permissible charging power, and the first charging power is less than or equal to the maximum permissible charging power; when the remaining charging time is greater than the minimum charging time, if the current electricity price is less than or equal to a first electricity price threshold, the current charging power is adjusted to a first charging power. When the charging time exceeds the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to the second charging power, where the second charging power is less than the first charging power and the second electricity price threshold is greater than the first electricity price threshold. When the remaining charging time exceeds the minimum charging time, if the current electricity price is greater than the first electricity price threshold and less than the second electricity price threshold, the current charging power is adjusted to the third charging power, where the third charging power is less than the first charging power and greater than the second charging power. When the remaining charging time is less than or equal to the minimum charging time, the current charging power is adjusted to the maximum allowable charging power.

[0008] In this embodiment, the current electricity price fluctuation is determined by a threshold and the current charging power is adjusted accordingly. This method has high flexibility and adapts to dynamic changes in the power grid. It can not only control charging costs more accurately, but also indirectly help the power grid balance supply and demand.

[0009] In one optional implementation, before adjusting the current charging power of the electric vehicle based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge, and target state of charge, the method further includes: obtaining indication information, wherein the indication information is used to indicate whether the electric vehicle needs to supply power to the grid; and adjusting the current charging power to the second charging power if the current electricity price is greater than or equal to a second electricity price threshold when the remaining charging time is greater than the minimum charging time, including: adjusting the current charging power to the second charging power when the electric vehicle does not need to supply power to the grid and the remaining charging time is greater than the minimum charging time, and the current electricity price is greater than or equal to the second electricity price threshold.

[0010] In one optional implementation, the current charging power of the electric vehicle is adjusted based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge and target state of charge. The method further includes: when the electric vehicle needs to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to a second electricity price threshold, the current charging power is adjusted to 0. The method further includes: controlling the electric vehicle to supply power to the grid.

[0011] In one optional implementation, the electricity price information also includes the electricity price trend over a future time period, the start time of which is greater than or equal to the charging start time. Before adjusting the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge, the method further includes: determining a first electricity price threshold and a second electricity price threshold based on the average electricity price obtained from the electricity price trend over the future time period.

[0012] In one optional implementation, the electricity price information includes off-peak electricity price periods and peak electricity price periods. Based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge (SOC), and the target SOC, the current charging power of the electric vehicle is adjusted. This includes: if the charging period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging period is greater than or equal to the minimum charging duration, then during the off-peak electricity price period included in the charging period, the current charging power is adjusted to the maximum allowable charging power; and during the peak electricity price period included in the charging period, the current charging power is adjusted to 0. The charging period is the time between the charging cutoff time and the current charging time. The minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power. If the charging time period overlaps with the off-peak electricity price period, and the off-peak electricity price period included in the charging time period is shorter than the minimum charging time, then the current charging power will be adjusted to the maximum allowable charging power during the off-peak electricity price period included in the charging time period, and the current charging power will be adjusted to the fourth charging power during the peak electricity price period included in the charging time period, wherein the fourth charging power is less than the maximum allowable charging power. If the charging time period does not overlap with the off-peak electricity price period, then the current charging power will be adjusted to the fifth charging power, wherein the fifth charging power is less than or equal to the fourth charging power.

[0013] In this embodiment, the current charging power is adjusted according to the off-peak and peak electricity price periods, making the operation simpler. Electric vehicles do not need to interact with data frequently, which can reduce errors caused by communication failures and lower the hardware requirements for vehicles and charging piles.

[0014] In one optional implementation, after adjusting the current charging power to 0 during the peak electricity price period included in the charging time period, the method further includes: controlling the electric vehicle to supply electrical energy to the grid during the peak electricity price period included in the charging time period.

[0015] In one alternative implementation, before determining the target state of charge of the electric vehicle, the method further includes: obtaining the remaining range requirement of the electric vehicle; determining the target state of charge of the electric vehicle, including: determining the target state of charge based on the remaining range requirement.

[0016] Secondly, the present invention provides a charging control device for an electric vehicle, the device comprising: an acquisition module for acquiring electricity price information, charging cutoff time, maximum allowable charging power, and current state of charge (SOC) at the charging location of the electric vehicle; a processing module for determining the target SOC of the electric vehicle, wherein the target SOC is the SOC that the electric vehicle needs to achieve at the charging cutoff time; and a charging adjustment module for adjusting the current charging power of the electric vehicle based on the electricity price information, charging cutoff time, maximum allowable charging power, current SOC, and target SOC, so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging.

[0017] In one optional embodiment, the charging adjustment module includes: a first adjustment unit, configured to adjust the current charging power to a first charging power if the current electricity price is less than or equal to a first electricity price threshold when the remaining charging time is greater than the minimum charging time, wherein the remaining charging time is the difference between the charging cutoff time and the current charging time, the minimum charging time is the time required to raise the current state of charge to a target state of charge at the maximum allowable charging power, and the first charging power is less than or equal to the maximum allowable charging power; and a second adjustment unit, configured to adjust the current charging power to a first charging power if the current electricity price is greater than or equal to a second electricity price threshold when the remaining charging time is greater than the minimum charging time. If a threshold is set, the current charging power is adjusted to a second charging power, where the second charging power is less than the first charging power and the second electricity price threshold is greater than the first electricity price threshold. A third adjustment unit is used to adjust the current charging power to a third charging power when the remaining charging time is greater than the minimum charging time, and if the current electricity price is greater than the first electricity price threshold and less than the second electricity price threshold, where the third charging power is less than the first charging power and greater than the second charging power. A fourth adjustment unit is used to adjust the current charging power to the maximum allowable charging power when the remaining charging time is less than or equal to the minimum charging time.

[0018] In one optional embodiment, the device further includes: a first acquisition unit, configured to acquire indication information, wherein the indication information is used to indicate whether the electric vehicle needs to supply power to the grid; the second adjustment unit includes: a first adjustment subunit, configured to adjust the current charging power to a second charging power when the electric vehicle does not need to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to a second electricity price threshold.

[0019] In one optional embodiment, the device includes: a fifth adjustment unit, configured to adjust the current charging power to 0 when the electric vehicle needs to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to a second electricity price threshold; the device also includes: a first control module, configured to control the electric vehicle to supply power to the grid.

[0020] In one optional embodiment, the apparatus further includes a determining module, configured to determine a first electricity price threshold and a second electricity price threshold based on an average electricity price obtained from electricity price trends over a future time period.

[0021] In one optional implementation, the charging adjustment module includes a sixth adjustment unit, configured to, if the charging time period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging time period is greater than or equal to the minimum charging duration, adjust the current charging power to the maximum allowable charging power during the off-peak electricity price period included in the charging time period, and adjust the current charging power to 0 during the peak electricity price period included in the charging time period. The charging time period is the time period between the charging cutoff time and the current charging time, and the minimum charging duration is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power. The seventh adjustment unit is used to adjust the current charging power to the maximum allowable charging power during the off-peak electricity price period if the charging time period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging time period is less than the minimum charging time, and to adjust the current charging power to the fourth charging power during the peak electricity price period included in the charging time period, wherein the fourth charging power is less than the maximum allowable charging power; the eighth adjustment unit is used to adjust the current charging power to the fifth charging power if the charging time period and the off-peak electricity price period do not overlap, wherein the fifth charging power is less than or equal to the fourth charging power.

[0022] In one optional implementation, after adjusting the current charging power to 0 during the peak electricity price period included in the charging time period, the device further includes: a second control module, used to control the electric vehicle to transmit electrical energy to the grid during the peak electricity price period included in the charging time period.

[0023] In one alternative implementation, before determining the target state of charge of the electric vehicle, the device further includes: a second acquisition unit for acquiring the remaining mileage requirement of the electric vehicle; and a processing module including: a determination unit for determining the target state of charge based on the remaining mileage requirement.

[0024] Thirdly, the present invention provides an electric vehicle, comprising: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the charging control method of the electric vehicle described in the first aspect or any corresponding embodiment thereof.

[0025] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the charging control method for an electric vehicle according to the first aspect or any corresponding embodiment thereof.

[0026] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the electric vehicle charging control method of the first aspect or any corresponding embodiment described above. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of the present invention, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of an application scenario architecture for a charging control method for an electric vehicle according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic flowchart of a charging control method for an electric vehicle according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic flowchart of another electric vehicle charging control method according to an embodiment of the present invention;

[0031] Figure 4 This is a schematic flowchart of another electric vehicle charging control method according to an embodiment of the present invention;

[0032] Figure 5 This is a structural block diagram of a charging control method apparatus for an electric vehicle according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of part of the hardware structure of an electric vehicle according to an embodiment of the present invention. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0035] To facilitate understanding of this invention, the charging process of an electric vehicle will first be described in conjunction with a specific application scenario architecture that the charging control method for an electric vehicle provided by this invention depends on.

[0036] like Figure 1As shown, a specific application scenario architecture may include electric vehicles, charging equipment, and the power grid. The power grid is the energy source for the electric vehicle charging process, providing stable power and transmitting electrical energy to the charging equipment through the distribution network. The charging equipment is the intermediate hub connecting the power grid and the electric vehicle, responsible for the conversion, metering, and safety control of electrical energy, and interacting with the electric vehicle to coordinate charging parameters (such as charging voltage, charging current, and charging power), providing electrical energy to the electric vehicle according to the coordinated charging parameters.

[0037] Specifically, after an electric vehicle arrives near a charging device and establishes a connection with it (e.g., the user inserts the charging gun from the charging device into the electric vehicle's charging port), the electric vehicle can determine its charging needs based on user requirements and battery status (e.g., battery voltage and temperature), and send the charging requirements to the charging device to negotiate charging parameters. The charging device then transfers the electrical energy provided by the grid to the electric vehicle according to the negotiated results to charge the power battery in the electric vehicle.

[0038] Meanwhile, vehicle-to-grid (V2G) technology enables electric vehicles to communicate bidirectionally with the power grid. During peak grid load periods, electric vehicles can control their battery discharge to provide power to the grid.

[0039] For example, charging equipment can be either a DC charging station or an AC charging station. An AC charging station provides AC power, which is then converted to DC power by the on-board charger (OBC) built into the electric vehicle before being input into the vehicle's battery. A DC charging station has a built-in high-power rectifier module that can directly convert the AC power supplied by the grid into high-voltage DC power (e.g., 300V–900V), bypassing the on-board charger to charge the battery directly. Compared to AC charging stations, DC charging stations offer faster charging speeds.

[0040] The charging control method for electric vehicles provided by the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a controller such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0041] The controller executing the method can be the vehicle control unit (VCU) of an electric vehicle, a controller in the power grid, or a controller in a charging device.

[0042] This embodiment provides a charging control method for an electric vehicle, which can be used with the aforementioned controller, such as a vehicle controller. Figure 2This is a schematic flowchart of a charging control method for an electric vehicle according to an embodiment of the present invention, as shown below. Figure 2 As shown, the method includes the following steps:

[0043] Step S201: Obtain the electricity price information, charging cut-off time, maximum allowable charging power, and current state of charge of the electric vehicle at its charging location.

[0044] Specifically, the electricity market generally includes two pricing mechanisms: time-of-use (TOU) pricing and real-time (RTT) pricing. TOU pricing divides electricity prices into different levels based on fixed time periods, with prices remaining constant within those periods. The day is divided into off-peak and peak pricing periods based on the peak, flat, and low load characteristics of electricity consumption. Off-peak prices are lower than peak prices. RTT pricing, on the other hand, is dynamically adjusted based on the supply and demand relationship in the electricity market and the real-time load of the power grid. Prices fluctuate with changes in electricity supply and demand on a minute-by-minute or hourly basis.

[0045] When the electricity pricing mechanism is time-of-use pricing, the electricity price information can include off-peak electricity price period, off-peak electricity price, peak electricity price period, and peak electricity price; when the electricity pricing mechanism is real-time pricing, the electricity price information can include the current electricity price or the electricity price at various times within a day, where the current electricity price refers to the electricity price at the current moment (the moment when the controller obtains the electricity price).

[0046] For example, after triggering the charging process, the vehicle controller can determine the geographical location of the connected charging equipment (i.e., the charging location of the electric vehicle) through the electric vehicle's built-in positioning device. Then, it can connect to the local power grid's application programming interface (API) through the in-vehicle smart cockpit system to obtain electricity price information. Alternatively, the vehicle controller can obtain local electricity price data from a cloud server.

[0047] The charging cutoff time can refer to the user-defined end time of charging or the user-predicted time when the electric vehicle leaves the charging equipment. The vehicle controller can obtain the charging cutoff time from the mobile terminal (such as a mobile phone or tablet) connected to the electric vehicle.

[0048] The maximum allowable charging power can refer to the maximum charging power that an electric vehicle can actually perform, which can be determined by the vehicle controller or by the on-board charger.

[0049] For example, the vehicle controller or on-board charger can determine the maximum allowable charging power based on the maximum allowable charging power of the battery pack, the current ambient temperature, the charging dock temperature, and the status of the charging dock temperature sensor. The specific calculation method for the maximum allowable charging power can be a method commonly used in the field, and will not be described in detail here.

[0050] Among them, the maximum allowable charging power of the battery pack is the upper limit of the maximum charging power that the battery pack (power battery) can withstand. The vehicle controller or on-board charger can obtain the maximum allowable charging power of the battery pack from the Battery Management System (BMS). The maximum allowable charging power of the battery pack can be determined by the BMS based on the battery health (SOH), battery temperature and current state of charge.

[0051] State of Charge (SOC) refers to the percentage of battery capacity remaining. It indicates the remaining battery power and can be calculated and determined in real time by the Battery Management System (BMS). The current SOC refers to the electric vehicle's state of charge as obtained by the vehicle controller from the BMS at the current moment during charging. For example, the BMS can determine the SOC using either the ampere-hour integration method or the open-circuit voltage method.

[0052] It should be understood that when the controller is a controller other than the vehicle controller, the electric price information, charging cut-off time, maximum allowable charging power and current state of charge of the electric vehicle at the charging location can be obtained from the vehicle controller.

[0053] Step S202: Determine the target state of charge of the electric vehicle.

[0054] The target state of charge is the state of charge that the electric vehicle needs to achieve at the charging cutoff time.

[0055] For example, the target state of charge can be set by the user, and the vehicle controller can determine the target state of charge of the electric vehicle based on the user input.

[0056] Step S203: Based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge and target state of charge, adjust the current charging power of the electric vehicle so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging.

[0057] During the charging process, the charging power of the electric vehicle is dynamically adjusted. For example, it is adjusted every preset time (such as 15 minutes, 30 minutes or 1 hour). The current charging power can refer to the charging power of the electric vehicle at the current moment, and the preset time can be determined based on the time of electricity price fluctuations.

[0058] Specifically, during the charging process, the vehicle controller dynamically adjusts the charging power of the electric vehicle based on electricity price information, within the constraints of the maximum allowable charging power, the target state of charge, and the charging cutoff time, in order to reduce charging costs. For example, the charging power is increased during periods of low electricity prices and decreased during periods of high electricity prices.

[0059] After determining the current charging power, the vehicle controller also controls the electric vehicle to charge at an adjusted current charging power. For example, the vehicle controller can send a charging command to the charging equipment, including the adjusted current charging power, to instruct the charging equipment to provide power to the battery pack at the adjusted current charging power. The vehicle controller can also control the on-board charger to charge the battery pack at the adjusted current charging power.

[0060] The electric vehicle charging control method provided in this embodiment dynamically adjusts the current charging power of the electric vehicle during the charging process based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge, and target state of charge. This not only reduces charging costs but also smooths out load fluctuations on the grid side and improves the absorption capacity of renewable energy. Simultaneously, the smooth variation in charging power can extend the battery pack's lifespan.

[0061] The method of adjusting the current charging power when the electricity price is real-time is different from the method of adjusting the current charging power when the electricity price is time-of-use. The following is a detailed explanation of the two different adjustment methods with specific examples.

[0062] In this embodiment, another charging control method for electric vehicles is also provided, where the electricity pricing mechanism is real-time electricity pricing. Figure 3 This is a schematic flowchart of another electric vehicle charging control method according to an embodiment of the present invention, as shown below. Figure 3 As shown, the method includes the following steps:

[0063] Step S301: Obtain the electricity price information, charging cut-off time, maximum allowable charging power, and current state of charge of the electric vehicle at its charging location.

[0064] Please see details Figure 2 Step S201 of the illustrated embodiment will not be described again here.

[0065] Step S302: Determine the target state of charge of the electric vehicle.

[0066] In some embodiments, the charging control method for an electric vehicle further includes: obtaining the remaining range requirement of the electric vehicle. In this case, step S302 includes: determining a target state of charge based on the remaining range requirement.

[0067] Specifically, the vehicle controller obtains the remaining mileage requirement based on user input. After determining the remaining mileage requirement, it can determine the target state of charge based on the correspondence between mileage and energy consumption level, the remaining mileage requirement, and the total battery capacity.

[0068] For example, if the relationship between mileage and energy consumption level is 15 kWh per 100 kilometers, the remaining mileage requirement is 200 kilometers, and the total battery capacity is 60 kWh, then the target state of charge = (2 × 15) / 60 = 50%.

[0069] Step S303: Based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge and target state of charge, adjust the current charging power of the electric vehicle so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging.

[0070] Specifically, step S303 includes:

[0071] Step S3031: When the remaining charging time is greater than the minimum charging time, if the current electricity price is less than or equal to the first electricity price threshold, the current charging power is adjusted to the first charging power.

[0072] The remaining charging time is the difference between the charging cutoff time and the current charging time. The minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power. The first charging power is less than or equal to the maximum allowable charging power.

[0073] For example, if the current charging time is 22:00 and the charging deadline is 8:00 the next day, then the remaining charging time is 10 hours. The minimum charging time can be calculated as ((target state of charge - current state of charge) × total battery capacity) / maximum allowable charging power.

[0074] Specifically, the first electricity price threshold K1 can be a defined low electricity price benchmark value, and the first charging power P1 can be a defined high charging power benchmark value. When the current electricity price (current_price) is less than or equal to the first electricity price threshold K1, that is, when current_price≤K1, it indicates that the electricity price is low. At this time, if the remaining charging time is greater than the minimum charging time, the current charging power is increased.

[0075] For example, the first electricity price threshold K1 and the first charging power P1 can be determined by the designer and configured in advance in the vehicle controller.

[0076] Step S3032: When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to the second charging power.

[0077] Among them, the second charging power is less than the first charging power, and the second electricity price threshold is greater than the first electricity price threshold.

[0078] Specifically, the second electricity price threshold K2 can be a defined high electricity price benchmark value, and the second charging power P2 can be a defined low charging power benchmark value. When the current electricity price (current_price) is greater than or equal to the second electricity price threshold K2, that is, when current_price≥K2, it indicates that the electricity price is high. At this time, if the remaining charging time is greater than the minimum charging time, the current charging power is reduced.

[0079] For example, the second electricity price threshold K2 and the second charging power P2 can be determined by the designer and pre-configured in the vehicle controller, and the second charging power P2 can be the minimum charging power.

[0080] Optionally, the vehicle controller can determine the first electricity price threshold and the second electricity price threshold based on the average electricity price obtained from the electricity price trend over a future time period.

[0081] The electricity price information also includes future electricity price trends.

[0082] Specifically, the future time period can refer to a preset time period after the charging start time, and the duration of the future time period can be 24 hours. The first electricity price threshold can be the product of the average electricity price avg_price and a first coefficient less than 1, and the second electricity price threshold can be the product of the average electricity price avg_price and a second coefficient greater than 1. For example, K1 = 0.8 × avg_price, K2 = 1.2 × avg_price.

[0083] In this embodiment, a first electricity price threshold and a second electricity price threshold are determined based on the average electricity price obtained from the electricity price trend over a future time period. This allows for more flexible setting of the first and second electricity price thresholds, thereby more accurately representing electricity price fluctuations and better optimizing charging costs.

[0084] For example, the first charging power can be the product of the maximum allowable charging power and the third coefficient, and the second charging power can be the product of the maximum allowable charging power and the fourth coefficient, where 0.5 < the third coefficient ≤ 1 and 0.2 < the fourth coefficient < 0.5. For example, the value of the third coefficient can be within 0.9 to 1, and the value of the fourth coefficient can be within 0.2 to 0.3.

[0085] Step S3033: When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than the first electricity price threshold and the current electricity price is less than the second electricity price threshold, then the current charging power is adjusted to the third charging power.

[0086] Specifically, if the remaining charging time is greater than the minimum charging time, and K1 < current_price < K2, then the current charging power is adjusted to the third charging power P3.

[0087] The third charging power is less than the first charging power, but greater than the second charging power. For example, if the first charging power P1 is 10kW and the second charging power P2 is 2kW, then the third charging power can be a value between 2kW and 10kW, such as 3kW, 5kW, 6kW, or 8kW.

[0088] For example, the third charging power P3 can be (first charging power + second charging power) / 2, that is, P3 = (P1 + P2) / 2.

[0089] Step S3034: When the remaining charging time is less than or equal to the minimum charging time, adjust the current charging power to the maximum allowable charging power.

[0090] Specifically, when the remaining charging time is less than or equal to the minimum charging time, in order to avoid a large deviation between the state of charge at the charging cutoff time and the target state of charge, the vehicle controller enters the emergency charging mode.

[0091] In this embodiment, the current electricity price fluctuation is determined by a threshold and the current charging power is adjusted accordingly. This method has high flexibility and adapts to dynamic changes in the power grid. It can not only control charging costs more accurately, but also indirectly help the power grid balance supply and demand.

[0092] In some embodiments, the electric vehicle is equipped with V2G functionality, and the charging control method for the electric vehicle further includes acquiring indication information. This indication information is used to indicate whether the electric vehicle needs to supply power to the grid. Specifically, when the vehicle controller receives a grid dispatch command, it can determine that the electric vehicle needs to supply power to the grid.

[0093] At this point, step S3032 can be specifically described as follows: when the electric vehicle does not need to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to the second charging power.

[0094] The above step S303 further includes: when the electric vehicle needs to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, then the current charging power is adjusted to 0. Based on this, the electric vehicle charging control method further includes: controlling the electric vehicle to supply electrical energy to the grid.

[0095] For example, electric vehicles can supply electrical energy to the grid through charging equipment.

[0096] Specifically, when the V2G function of an electric vehicle is activated, if the remaining charging time is greater than the minimum charging time, it means that the charging has not entered the emergency charging mode. At this time, the current charging power can be adjusted to 0, so that the battery pack can stop charging and discharge in reverse to provide power to the grid in exchange for electricity price compensation.

[0097] In this embodiment, another charging control method for electric vehicles is also provided, wherein the electricity pricing mechanism is time-of-use pricing. Figure 4 This is a flowchart illustrating another charging control method for an electric vehicle according to an embodiment of the present invention, as shown below. Figure 4 As shown, the method includes the following steps:

[0098] Step S401: Obtain the electricity price information, charging cut-off time, maximum allowable charging power, and current state of charge of the electric vehicle at its charging location.

[0099] Please see details Figure 2 Step S201 of the illustrated embodiment will not be described again here.

[0100] Step S402: Determine the target state of charge of the electric vehicle.

[0101] Please see details Figure 2 Step S202 of the illustrated embodiment or Figure 3 Step S302 of the illustrated embodiment will not be described again here.

[0102] Step S403: Based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge and target state of charge, adjust the current charging power of the electric vehicle so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging.

[0103] Specifically, step S403 includes:

[0104] Step S4031: If the charging time period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging time period is greater than or equal to the minimum charging time, then during the off-peak electricity price period included in the charging time period, the current charging power is adjusted to the maximum allowable charging power, and during the peak electricity price period included in the charging time period, the current charging power is adjusted to 0.

[0105] The charging time period is the time between the charging cutoff time and the current charging time. The minimum charging duration is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power. The off-peak electricity price period can refer to the time period when the power load in the power system is low and the power supply is sufficient, while the peak electricity price period can refer to the time period when the power consumption units are more concentrated and the power supply is tight.

[0106] For example, if the current charging time is 20:00 and the charging deadline is 8:00 the next day, then the charging period is from 20:00 to 8:00 the next day. The off-peak electricity price period can be from 23:00 to 7:00 the next day, and the peak electricity price period can be from 7:00 to 23:00, but the peak electricity price period does not include the endpoints of 7:00 and 23:00.

[0107] In some embodiments, after step S4031 above, the electric vehicle charging control method may further include: controlling the electric vehicle to supply electrical energy to the grid during the peak electricity price period included in the charging time period.

[0108] Specifically, by adjusting the current charging power to 0, the battery pack stops charging and discharges in reverse to provide power to the grid, thus obtaining electricity price compensation.

[0109] In step S4032, if the charging time period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging time period is less than the minimum charging time, then the current charging power is adjusted to the maximum allowable charging power during the off-peak electricity price period included in the charging time period, and the current charging power is adjusted to the fourth charging power during the peak electricity price period included in the charging time period.

[0110] The fourth charging power is less than the maximum allowable charging power, and the fourth charging power can be the same as the second charging power mentioned above.

[0111] Step S4033: If the charging time period and the off-peak electricity price time period do not overlap, then adjust the current charging power to the fifth charging power.

[0112] The fifth charging power is less than or equal to the fourth charging power, and the fifth charging power can also be equal to the third charging power mentioned above.

[0113] Specifically, the time-of-use pricing strategy involves charging at full power during off-peak hours when there is sufficient charging time, and suspending charging or discharging during peak hours.

[0114] In this embodiment, the current charging power is adjusted according to the off-peak and peak electricity price periods, making the operation simpler. Electric vehicles do not need to interact with data frequently, which can reduce errors caused by communication failures and lower the hardware requirements for vehicles and charging piles.

[0115] This embodiment also provides a charging control device for an electric vehicle, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0116] This embodiment provides a charging control device for an electric vehicle, such as... Figure 5 As shown, it includes:

[0117] The acquisition module 501 is used to acquire the electricity price information, charging cut-off time, maximum allowable charging power and current state of charge of the electric vehicle at the charging location;

[0118] The processing module 502 is used to determine the target state of charge of the electric vehicle, wherein the target state of charge is the state of charge that the electric vehicle needs to reach at the charging cutoff time.

[0119] The charging module 503 is used to adjust the current charging power of the electric vehicle based on electricity price information, charging cutoff time, maximum allowable charging power, current state of charge and target state of charge, so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging.

[0120] In some alternative implementations, adjusting the charging module 503 includes:

[0121] The first adjustment unit is used to adjust the current charging power to the first charging power when the remaining charging time is greater than the minimum charging time and the current electricity price is less than or equal to the first electricity price threshold. The remaining charging time is the difference between the charging cutoff time and the current charging time, the minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power, and the first charging power is less than or equal to the maximum allowable charging power.

[0122] The second adjustment unit is used to adjust the current charging power to the second charging power when the remaining charging time is greater than the minimum charging time and the current electricity price is greater than or equal to the second electricity price threshold. The second charging power is less than the first charging power and the second electricity price threshold is greater than the first electricity price threshold.

[0123] The third adjustment unit is used to adjust the current charging power to a third charging power when the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than the first electricity price threshold and the current electricity price is less than the second electricity price threshold. The third charging power is less than the first charging power and greater than the second charging power.

[0124] The fourth adjustment unit is used to adjust the current charging power to the maximum allowable charging power when the remaining charging time is less than or equal to the minimum charging time.

[0125] In some alternative embodiments, the apparatus further includes:

[0126] The first acquisition unit is used to acquire indication information, wherein the indication information is used to indicate whether the electric vehicle needs to supply power to the grid;

[0127] The second adjustment unit includes:

[0128] The first adjustment subunit is used to adjust the current charging power to the second charging power when the electric vehicle does not need to supply power to the grid and the remaining charging time is greater than the minimum charging time, and the current electricity price is greater than or equal to the second electricity price threshold.

[0129] In some alternative implementations, the apparatus includes:

[0130] The fifth adjustment unit is used to adjust the current charging power to 0 when the electric vehicle needs to supply power to the grid and the remaining charging time is greater than the minimum charging time, and the current electricity price is greater than or equal to the second electricity price threshold.

[0131] The device also includes a first control module for controlling the electric vehicle to supply electrical energy to the power grid.

[0132] In some alternative embodiments, the apparatus further includes:

[0133] The determination module is used to determine a first electricity price threshold and a second electricity price threshold based on the average electricity price obtained from the electricity price trend over a future time period.

[0134] In some alternative implementations, adjusting the charging module 503 includes:

[0135] The sixth adjustment unit is used to adjust the current charging power to the maximum allowable charging power during the off-peak electricity price period if the charging time period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging time period is greater than or equal to the minimum charging time. In the off-peak electricity price period included in the charging time period, the current charging power is adjusted to 0. The charging time period is the time period between the charging cutoff time and the current charging time, and the minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power.

[0136] The seventh adjustment unit is used to adjust the current charging power to the maximum allowable charging power during the off-peak electricity price period if the charging time period and the off-peak electricity price period overlap, and the off-peak electricity price period included in the charging time period is less than the minimum charging time. In this case, the current charging power is adjusted to the fourth charging power during the off-peak electricity price period included in the charging time period, and the current charging power is adjusted to the fourth charging power during the peak electricity price period included in the charging time period. The fourth charging power is less than the maximum allowable charging power.

[0137] The eighth adjustment unit is used to adjust the current charging power to the fifth charging power if the charging time period and the off-peak electricity price time period do not overlap, wherein the fifth charging power is less than or equal to the fourth charging power.

[0138] In some optional implementations, after adjusting the current charging power to 0 during peak electricity price periods included in the charging period, the device further includes:

[0139] The second control module is used to control the electric vehicle to transmit electrical energy to the grid through the charging pile during the peak electricity price period included in the charging period.

[0140] In some alternative implementations, the device further includes:

[0141] The second acquisition unit is used to acquire the remaining range requirement of the electric vehicle;

[0142] The processing module includes:

[0143] The determination unit is used to determine the target state of charge based on the remaining mileage requirements.

[0144] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0145] In this embodiment, the electric vehicle charging control device is presented in the form of a functional unit. Here, a unit refers to an application-specific integrated circuit (ASIC), a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0146] This invention also provides an electric vehicle, such as... Figure 6 As shown, the electric vehicle includes one or more processors 610, a memory 620, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the electric vehicle, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative embodiments, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Figure 6 Take the 610 processor as an example.

[0147] The processor 610 may be a central processing unit, a network processor, or a combination thereof. The processor 610 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0148] The memory 620 stores instructions executable by at least one processor 610 to cause the at least one processor 610 to perform the method shown in the above embodiments.

[0149] The memory 620 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the electric vehicle, etc. Furthermore, the memory 620 may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device.

[0150] The memory 620 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 620 may also include a combination of the above types of memory.

[0151] The electric vehicle also includes a communication interface 630 for communicating with other devices or communication networks.

[0152] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium after being downloaded via a network. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium may also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0153] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0154] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0155] In the description of this specification, the references to terms such as "this embodiment," "an embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0156] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0157] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the present invention.

Claims

1. A charging control method for an electric vehicle, characterized in that, The method includes: Obtain information on electricity prices, charging cut-off time, maximum allowable charging power, and current state of charge at the charging location of the electric vehicle; Determine the target state of charge of the electric vehicle, wherein the target state of charge is the state of charge that the electric vehicle needs to achieve at the charging cutoff time; Based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge, the current charging power of the electric vehicle is adjusted so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging. The electricity price information includes the current electricity price. Adjusting the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge includes: When the remaining charging time is greater than the minimum charging time, if the current electricity price is less than or equal to the first electricity price threshold, the current charging power is adjusted to the first charging power. Here, the remaining charging time is the difference between the charging cutoff time and the current charging time, the minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power, and the first charging power is less than or equal to the maximum allowable charging power. When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to the second charging power, wherein the second charging power is less than the first charging power and the second electricity price threshold is greater than the first electricity price threshold; When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than the first electricity price threshold and the current electricity price is less than the second electricity price threshold, then the current charging power is adjusted to a third charging power, wherein the third charging power is less than the first charging power and the third charging power is greater than the second charging power. When the remaining charging time is less than or equal to the minimum charging time, the current charging power is adjusted to the maximum allowable charging power.

2. The method according to claim 1, characterized in that, Before adjusting the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge, the method further includes: Obtain indication information, wherein the indication information is used to indicate whether the electric vehicle needs to supply power to the grid; When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to a second electricity price threshold, adjusting the current charging power to a second charging power includes: When the electric vehicle does not need to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to the second charging power.

3. The method according to claim 2, characterized in that, The step of adjusting the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge further includes: When the electric vehicle needs to supply power to the grid and the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to 0. The method further includes controlling the electric vehicle to supply electrical energy to the power grid.

4. The method according to any one of claims 1 to 3, characterized in that, The electricity price information also includes electricity price trends for a future time period, the start time of which is greater than or equal to the charging start time. Before adjusting the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge, the method further includes: The first electricity price threshold and the second electricity price threshold are determined based on the average electricity price obtained from the electricity price trend over the future time period.

5. The method according to claim 1, characterized in that, The electricity price information includes off-peak electricity price periods and peak electricity price periods. Adjusting the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge includes: If the charging time period overlaps with the off-peak electricity price time period, and the off-peak electricity price time period included in the charging time period is greater than or equal to the minimum charging time, then during the off-peak electricity price time period included in the charging time period, the current charging power is adjusted to the maximum allowable charging power, and during the peak electricity price time period included in the charging time period, the current charging power is adjusted to 0. Here, the charging time period is the time period between the charging cutoff time and the current charging time, and the minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power. If the charging time period and the off-peak electricity price time period overlap, and the off-peak electricity price time period included in the charging time period is less than the minimum charging time, then the current charging power will be adjusted to the maximum allowable charging power during the off-peak electricity price time period included in the charging time period, and the current charging power will be adjusted to the fourth charging power during the peak electricity price time period included in the charging time period, wherein the fourth charging power is less than the maximum allowable charging power. If the charging time period and the off-peak electricity price time period do not overlap, the current charging power is adjusted to the fifth charging power, wherein the fifth charging power is less than or equal to the fourth charging power.

6. The method according to claim 5, characterized in that, After adjusting the current charging power to 0 during the peak electricity price period included in the charging time period, the method further includes: During the peak electricity price period included in the charging period, the electric vehicle is controlled to supply electrical energy to the grid.

7. The method according to any one of claims 1 to 3, 5, or 6, characterized in that, Before determining the target state of charge of the electric vehicle, the method further includes: Obtain the remaining mileage requirement of the electric vehicle; Determining the target state of charge of the electric vehicle includes: The target state of charge is determined based on the remaining mileage requirement.

8. A charging control device for an electric vehicle, characterized in that, The device includes: The acquisition module is used to acquire information such as the electricity price, charging cut-off time, maximum allowable charging power, and current state of charge of the electric vehicle at its charging location. A processing module is used to determine the target state of charge of the electric vehicle, wherein the target state of charge is the state of charge that the electric vehicle needs to achieve at the charging cutoff time. An adjustment charging module is used to adjust the current charging power of the electric vehicle based on the electricity price information, the charging cutoff time, the maximum allowable charging power, the current state of charge, and the target state of charge, so that the charging cost required for the electric vehicle to complete charging is less than the charging cost required for constant power charging; the electricity price information includes the current electricity price, and the adjustment charging module includes: When the remaining charging time is greater than the minimum charging time, if the current electricity price is less than or equal to the first electricity price threshold, the current charging power is adjusted to the first charging power. Here, the remaining charging time is the difference between the charging cutoff time and the current charging time, the minimum charging time is the time required to raise the current state of charge to the target state of charge at the maximum allowable charging power, and the first charging power is less than or equal to the maximum allowable charging power. When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than or equal to the second electricity price threshold, the current charging power is adjusted to the second charging power, wherein the second charging power is less than the first charging power and the second electricity price threshold is greater than the first electricity price threshold; When the remaining charging time is greater than the minimum charging time, if the current electricity price is greater than the first electricity price threshold and the current electricity price is less than the second electricity price threshold, then the current charging power is adjusted to a third charging power, wherein the third charging power is less than the first charging power and the third charging power is greater than the second charging power. When the remaining charging time is less than or equal to the minimum charging time, the current charging power is adjusted to the maximum allowable charging power.

9. An electric vehicle, characterized in that, include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the computer instructions to perform the charging control method for an electric vehicle according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the electric vehicle to perform the charging control method of the electric vehicle according to any one of claims 1 to 7.

11. A computer program product, characterized in that, It includes computer instructions for causing a computer to execute the charging control method for an electric vehicle according to any one of claims 1 to 7.

Images