V2l discharging control method, system and vehicle

Abstract

The application discloses a V2L discharging control method and system and a vehicle, and relates to the technical field of vehicle energy supply, and in particular to a V2L discharging control method, a V2L discharging control system and a vehicle. The V2L discharging control method comprises the following steps: acquiring a charging preference, a remaining driving range of the vehicle and n charging distances; calculating a charging cost of each charging point based on the charging preference, and obtaining n corresponding charging costs; screening m charging points whose differences between the remaining driving range of the vehicle and the charging distances are greater than a first preset distance threshold; if m=0, then the V2L discharging is prohibited; if m≠0, then it is further judged whether a minimum value in the m charging costs of the m charging points is less than a preset cost threshold, if yes, then the V2L full-power discharging is performed, otherwise, the V2L limited-power discharging is performed; and during the V2L full-power discharging or the limited-power discharging, if the differences between the remaining driving range of the vehicle and the charging distances are all less than a second preset distance threshold, then the V2L discharging is stopped. The application can meet different charging preferences of users, optimize energy use efficiency and reduce the driving range anxiety of the users.

Description

Technical Field

[0001] This invention belongs to the field of energy management technology for new energy vehicles (including pure electric and plug-in hybrid electric vehicles), and specifically relates to a V2L discharge control method, system and vehicle. Background Technology

[0002] V2L (Vehicle-to-Load) technology for new energy vehicles is a new energy management technology that allows the vehicle's power battery to supply power to external devices or loads. V2L can support the power battery to output AC or DC power, and can realize 220V discharge function inside and outside the vehicle, meeting the diverse outdoor power needs of users.

[0003] Currently, V2L (Vehicle-to-Lake) discharge functions in new energy vehicles typically end V2L discharge with a fixed cutoff SOC (State of Charge) or a fixed remaining range, lacking scenario adaptability. Users cannot intuitively perceive the dynamic relationship between the vehicle's remaining energy and the accessibility of charging points (such as charging stations and gas stations). V2L discharge is prone to range uncertainty, and excessive use can affect the vehicle's remaining driving range. If the distance between the vehicle's location and the nearest charging point exceeds the vehicle's remaining driving range, the vehicle cannot drive to the charging point to recharge, resulting in depleted energy and exacerbating range anxiety. Summary of the Invention

[0004] The purpose of this invention is to provide a V2L discharge control method, system, and vehicle to optimize energy efficiency and reduce range anxiety while meeting different user charging preferences.

[0005] In a first aspect, the present invention provides a V2L discharge control method, comprising: Obtain charging preferences, remaining vehicle range, and n charging distances; where n represents the number of charging points within a preset distance range from the vehicle, and charging distance refers to the distance between the vehicle and a charging point.

[0006] Based on charging preferences, the charging cost for each charging point is calculated, resulting in n corresponding charging costs.

[0007] Select m charging points where the difference between the vehicle's remaining driving range and the charging distance is greater than a first preset distance threshold.

[0008] If m=0, then the power battery is prohibited from V2L discharge (i.e., it does not perform V2L discharge).

[0009] If m≠0 (i.e., 0<m≤n), then it is determined whether the minimum value among the m charging costs of the m charging points is less than the preset cost threshold. If it is, the power battery is controlled to perform V2L full power discharge; otherwise, the power battery is controlled to perform V2L limited power discharge.

[0010] During the process of controlling the power battery to perform full-power V2L discharge or limited-power V2L discharge, if the difference between the remaining driving range of the vehicle and each charging distance is less than the second preset distance threshold, then the power battery is controlled to stop V2L discharge; wherein, the second preset distance threshold is less than the first preset distance threshold.

[0011] Preferably, when controlling the power battery to perform V2L limited power discharge, the user is prompted that the current V2L limited power discharge is in progress; when controlling the power battery to stop V2L discharge, the user is prompted to charge immediately and the charging point with the lowest charging cost is recommended.

[0012] When the power battery is in V2L limited power discharge mode, a clear notification can be provided to the user, preventing them from misunderstanding the issue as a device or vehicle malfunction due to insufficient power from external devices, thus reducing unnecessary troubleshooting. Simultaneously, the notification can guide users to rationally plan their external loads (e.g., proactively reducing the connection of high-load devices), further mitigating the risk of overload on the discharge system.

[0013] When the power battery stops V2L discharge, the system prompts the user to charge it immediately and recommends the charging point with the lowest charging cost. This can prevent the power battery from being further deeply discharged due to the user forgetting to charge it, resulting in a better user experience.

[0014] Preferably, the charging preference is one of charging distance priority, charging price priority, charging time priority, and a custom mode, which is selected by the user; if the user does not select, the default charging preference is charging distance priority; wherein, the custom mode refers to selecting at least two of charging distance priority, charging price priority, and charging time priority.

[0015] Charging preferences are categorized into four types: charging distance priority, charging price priority, charging time priority, and custom mode, covering the core decision-making dimensions for users choosing charging points. For users with "emergency charging needs" (such as those with insufficient battery life), choosing charging distance priority allows for quick selection of the nearest charging point, reducing range anxiety during the journey. For "cost-sensitive" users (such as those commuting daily), choosing charging price priority directly locates low-priced charging points, reducing usage costs. For "time-sensitive" users (such as those rushing to their destinations), choosing charging time priority allows for selection of fast charging stations, shortening waiting time. For users who consider both factors (such as distance and price), the custom mode allows for combining multiple dimensions of needs, avoiding the limitations of a single preference. If no preference is selected, the default charging preference is charging distance priority, which meets the basic needs of most users (prioritizing the core issue of whether they can charge at all), and the default decision is reasonable.

[0016] Preferably, the method for calculating the charging cost of each charging point based on charging preference includes: Predict the charging price G at the i-th charging pointi and charging time t i Where i takes any integer from 1 to n, we will get n charging prices and n charging times.

[0017] If the charging preference is charging distance priority, then the corresponding i-th charging cost D is made easier. i =S i ; where the preset cost threshold is the preset mileage threshold, S i The distance to the i-th charging point is the distance between the vehicle and the i-th charging point. The cost of the i-th charging point is the cost of the charging at the i-th charging point.

[0018] If the charging preference is based on charging price, then the corresponding i-th charging cost D is made easier. i =G i The preset cost threshold is the preset price threshold.

[0019] If the charging preference is charging time priority, then the corresponding i-th charging cost D is... i =t i The preset cost threshold is a preset time threshold.

[0020] If the charging preference is set to custom mode, then use the formula: D i =k1*S' i +k2*G' i +k3*t' i The corresponding charging cost D for the i-th time is calculated. i (i.e., the charging cost of the i-th charging point); where k1 represents the preset distance weight, k2 represents the preset price weight, k3 represents the preset time weight, k1+k2+k3=1, S' i Indicates S i The distance after normalization, G' i Indicates to G i The price after normalization, t' i Indicates that for t i The time after normalization is set to the preset cost threshold, which is the preset normalization threshold.

[0021] For three single charging preferences—charging distance priority, charging price priority, and charging time priority—a direct mapping formula design (i.e., D) is adopted. i =S i D i =G i D i =t i No additional transformations (such as weighting or normalization) are required, resulting in low computational complexity and fast system response; the energy cost D for the i-th charging unit... iIt is directly equal to the core parameter that users care about (i.e., charging distance S). i Charging price G i Charging time t i ), and subsequently based on D i By selecting charging points, users can intuitively understand "why a certain charging point was selected," reducing the sense of a black box in the system's decision-making process.

[0022] When a user selects a custom mode that considers two or more dimensions, design a formula of "normalization + weight allocation" (i.e., D). i =k1*S' i +k2*G' i +k3*t' i This eliminates the technical challenge of directly adding the three indicators of charging distance, charging price, and charging time, which have different dimensions. By normalizing parameters of different units and making them additive, it avoids the loss of weight control for a certain parameter in the calculation due to differences in units, and accurately reflects the user's emphasis on different dimensions through weight allocation.

[0023] Preferably, if charging distance priority and charging price priority are selected in the custom mode, then k3=0; if charging distance priority and charging time priority are selected in the custom mode, then k2=0; if charging price priority and charging time priority are selected in the custom mode, then k1=0; if charging distance priority, charging price priority and charging time priority are selected in the custom mode, then k1≠0, k2≠0, and k3≠0.

[0024] Preferably, the estimated charging price G for the i-th charging point is... i The method is as follows: If the i-th charging point is a charging station, then the formula is used: G i =Ep i *Q, calculate the charging price G for the i-th charging point. i Among them, Ep i Let Q represent the current unit electricity price at the i-th charging point, and let Q represent the energy required to fully charge the current point.

[0025] If the i-th charging point is a gas station, then the formula is used: G i =Op i *L, calculate the charging price G of the i-th charging point. i Among them, Op i Let L represent the current unit oil price at the i-th charging point, and L represent the amount of oil needed to fill up the tank.

[0026] Estimate the charging time t of the i-th charging point i The method is as follows: If the i-th charging point is a charging station, then the formula is used: t i =Si / V th +Q / W i +k4*t w The charging time t of the i-th charging point is calculated. i Among them, V th W represents the preset vehicle speed threshold. i t represents the charging power of the charging pile at the i-th charging point. w This represents the preset waiting time, and k4 represents the waiting coefficient. k4=0 when there is an available charging pile at the i-th charging point, and k4=1 when there is no available charging pile at the i-th charging point.

[0027] If the i-th charging point is a gas station, then the formula is used: t i =S i / V th +t th The charging time t of the i-th charging point is calculated. i ; where t th This indicates the preset refueling time.

[0028] Charging time t when the charging point is a charging station i The time spent on the road, charging time, and waiting time must be included, as different charging power will result in different charging speeds, and the availability of charging stations directly affects the waiting time. The charging time t is for charging at gas stations. i It only requires "road travel time + fixed refueling time," because refueling is fast and there are many gas station pumps with low waiting probability, eliminating the need to calculate dynamic waiting time. This differentiated design reduces charging time to t. i The estimates are more in line with actual experience.

[0029] Preferably, for S i Normalization is performed to obtain S' i The method is as follows: take the maximum value among the n charging distances as S. max The preset mileage threshold is used as S min Using the formula: S' i =(S i -S min ) / (S max -S min ), calculate S' i .

[0030] Preferred, for G i Normalization is performed to obtain G' i The method is as follows: take the maximum value among the n charging prices as G. max The preset price threshold is used as G. min Using the formula: G' i =(Gi -G min ) / (G max -G min ), calculate G' i .

[0031] Preferably, for t i Normalization is performed to obtain t' i The method is as follows: take the maximum value among n charging times as t. max The preset time threshold is used as t. min Using the formula: t' i =(t i -t min ) / (t max -t min ), calculate t' i .

[0032] Here, the preset mileage threshold S is set. min Price threshold G min Time threshold t min As the minimum benchmark for normalization, it precisely matches the user's acceptable range. In the normalization formula, the maximum value (S) max G max t max The value is defined as the maximum value among n charging points, rather than a fixed value. This allows the normalization result to dynamically adapt to the currently searched set of charging points, resulting in significant technical benefits. When the set of charging points changes, the maximum value is automatically updated, ensuring that the normalized relative proportion always reflects the advantages and disadvantages within the current selectable range, thus avoiding normalization distortion caused by a fixed maximum value.

[0033] Preferably, when the actual power consumption of the power battery during full-power V2L discharge or limited-power V2L discharge exceeds a first preset power threshold, and the engine is not started, the remaining V2L discharge time of the power battery and the distance to each charging point (i.e., the mileage required for the vehicle to reach each charging point) are displayed. This allows users to intuitively understand the current range status at any time and any place, reducing range anxiety and improving the user's electricity experience.

[0034] Preferably, the method for obtaining the remaining V2L discharge time of the power battery includes: The sum of the charging reference distance and the second preset distance threshold is used as the lookup mileage; where the charging reference distance is the charging distance of the charging point corresponding to the minimum value among m charging costs.

[0035] Based on the lookup mileage, a table showing the correspondence between preset driving mileage and required SOC value is consulted to obtain the SOC value (SOC) required to drive the aforementioned lookup mileage. r .

[0036] Using the formula: Q as =Q s *(SOC s -SOC r ) / (SOC s -SOC0) is used to calculate the remaining energy Q of the power battery that can currently be used for V2L discharge. as ; where Q s State of Charge (SOC) indicates the current remaining energy of the power battery. s This indicates the current remaining charge of the power battery. SOC0 indicates the SOC value when the remaining energy of the power battery drops to 0.

[0037] Calculate the average discharge power of V2L within the preset discharge time, and filter it to obtain the filtered average discharge power W of V2L. avg .

[0038] Using the formula: t as =Q as / W avg The remaining V2L discharge time t of the power battery was calculated. as .

[0039] The charging distance of the charging point corresponding to the minimum charging cost among m charging costs is used as the charging reference distance. This charging point is the optimal choice selected by the user based on charging preferences. Using its distance as a benchmark ensures that subsequent driving targets are the user's most recognized charging points, rather than randomly selected invalid targets. The lookup mileage = charging reference distance + second preset distance threshold, reserving safety redundancy and buffer space. In actual driving, traffic jams and changes in road conditions (such as climbing hills) may cause energy consumption to be higher than expected. If only the charging reference distance is used to calculate the required SOC value, there is a risk that the theoretically achievable target may not be reached in reality. By adding the second preset distance threshold, the lookup mileage is closer to the worst-case driving distance, ensuring that the subsequently calculated SOC... r It has enough power to support the charging point, fundamentally avoiding the safety hazard of being unable to charge after discharge.

[0040] Calculate the remaining energy Q of the discharge. as The formula deducts the energy required to travel to the charging point from the current remaining energy, and the remaining portion is the energy available for V2L discharge. This avoids sacrificing travel energy for V2L discharge and also avoids wasting dischargeable energy, achieving optimal energy allocation. V2L discharge power is significantly affected by external devices; directly using real-time power to calculate discharge time leads to frequent fluctuations. Calculating the average V2L discharge power over a preset discharge time, rather than using real-time power at a specific moment, smooths short-term power fluctuations and reduces the impact of instantaneous fluctuations. Then, filtering the average V2L discharge power eliminates medium- to long-term power fluctuations, resulting in the filtered average V2L discharge power W.avg A more stable power level closer to actual discharge; the final obtained remaining V2L discharge time t of the power battery as The prediction results are more stable and will not change frequently due to power fluctuations, giving users reliable time expectations and improving the user experience.

[0041] In a second aspect, the present invention provides a V2L discharge control system, which includes a controller configured to execute the above-described V2L discharge control method.

[0042] Thirdly, the present invention provides a vehicle that includes the above-described V2L discharge control system.

[0043] Compared with the prior art, the present invention has the following advantages: (1) Select m charging points where the difference between the vehicle's remaining driving range and the charging distance is greater than the first preset distance threshold. If m=0, it means that V2L discharge may not reach the charging point, so the power battery is controlled to prohibit V2L discharge. If m≠0, it means that V2L full-power discharge can reach m charging points, but the charging cost of this charging point may not meet the user's expectations, so the power of V2L discharge will be determined based on the size of the charging cost. If the minimum value among the m charging costs is less than the preset cost threshold, it means that the optimal charging point (i.e., the choice with the lowest charging cost under the user's charging preference) is not only achievable, but the cost of reaching it (e.g., distance, price, time) is within the user's acceptable range, and full-power discharge is allowed (without excessive restriction). If the minimum value among the m charging costs is greater than or equal to the preset cost threshold, it means that although the optimal charging point is achievable, the cost exceeds the user's expectations (e.g., the price is too high, the time is too long), so power discharge needs to be limited (to reduce energy consumption) to reserve more range for the possible selection of the second-best charging point later. This approach avoids the risk of failing to reach optimal charging speed due to blindly performing full-power V2L discharge. It deeply integrates safety protection with user preferences, balances convenience and safety, meets different user charging preferences, optimizes energy efficiency, reduces user range anxiety, and improves user experience.

[0044] (2) If the difference between the remaining driving range of the vehicle and the charging distance is less than the second preset distance threshold, the power battery is controlled to stop V2L discharge. This is a dynamic safety monitoring of the discharge process. As V2L discharge proceeds, the remaining driving range of the vehicle will continue to decrease, possibly changing from sufficient to reach the charging point to a critical state. The second preset distance threshold is the critical line. When the difference between the remaining driving range of the vehicle and the charging distance is less than the second preset distance threshold, it means that continuing V2L discharge will face the risk of not being able to reach any charging point. At this time, the V2L discharge is forcibly stopped, which completely avoids the risk of breakdown, reduces the user's range anxiety, and improves the user experience. Attached Figure Description

[0045] Figure 1 This is a flowchart of the V2L discharge control method in an embodiment of the present invention.

[0046] Figure 2 This is a flowchart of the method for calculating the charging cost of each charging point based on charging preference in an embodiment of the present invention.

[0047] Figure 3 This is a flowchart illustrating the method for obtaining the remaining V2L discharge time of a power battery in an embodiment of the present invention.

[0048] Figure 4 This is a diagram of the V2L discharge control system architecture in an embodiment of the present invention. Detailed Implementation

[0049] To gain a more detailed understanding of the features and technical content of the embodiments of the present invention, the implementation of the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for reference and illustration only and are not intended to limit the embodiments of the present invention.

[0050] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit the invention.

[0051] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0052] like Figure 1 As shown, the V2L discharge control method in this embodiment of the invention includes the following steps: S1. Obtain charging preferences, remaining vehicle range, and n charging distances, then execute S2. Here, n represents the number of charging points within a preset distance range from the vehicle, and the charging distance is the distance between the vehicle and a charging point. For example, if the preset distance is 10km, n represents the number of charging points within a 10km range of the vehicle. The number of charging points and the charging distance are obtained from the navigation system (i.e., in-vehicle GPS, navigation map API) and are provided by the navigation system. The remaining vehicle range is calculated by the controller based on the vehicle's remaining battery power and remaining fuel, and the calculation method is existing technology.

[0053] In some embodiments, the charging preference is one of charging distance priority, charging price priority, charging time priority, and a custom mode, which is selected by the user. If the user does not select, the default charging preference is charging distance priority. The custom mode refers to selecting at least two of charging distance priority, charging price priority, and charging time priority.

[0054] S2. Based on the charging preference, calculate the charging cost for each charging point to obtain the corresponding n charging costs, and then execute S3.

[0055] like Figure 2 As shown, in some embodiments, the method for calculating the charging cost of each charging point based on charging preference includes the following steps: S21. Estimate the charging price G at the i-th charging point. i and charging time t i Then execute S22. Here, i takes any integer from 1 to n. Ultimately, you will obtain n charging prices and n charging times.

[0056] In some embodiments, the estimated charging price G for the i-th charging point is... i The method is as follows: If the i-th charging point is a charging station, then the formula is used: G i =Ep i *Q, calculate the charging price G for the i-th charging point. i Among them, Ep i Let Q represent the current unit electricity price at the i-th charging point, and let Q represent the energy required to fully charge the current point.

[0057] If the i-th charging point is a gas station, then the formula is used: G i =Op i *L, calculate the charging price G of the i-th charging point. i Among them, Op i Let L represent the current unit oil price at the i-th charging point, and L represent the amount of oil needed to fill up the tank.

[0058] The i-th charging point is either a charging station or a gas station, and the current unit electricity price or current unit fuel price at the i-th charging point is obtained from the navigation system and provided by the navigation system. The energy required for a full charge is obtained by the BMS by subtracting the current remaining energy of the power battery from its rated energy. The current remaining energy of the power battery is calculated by the BMS based on relevant parameters, and the calculation method is existing technology. The amount of fuel required to fill up the tank is obtained by the controller by subtracting the current remaining fuel level in the tank from its total capacity. The current remaining fuel level in the tank is detected by a sensor.

[0059] In some embodiments, the charging time t of the i-th charging point is estimated. i The method is as follows: If the i-th charging point is a charging station, then the formula is used: t i =S i / V th +Q / W i +k4*t w The charging time t of the i-th charging point is calculated. i Among them, V th W represents the preset vehicle speed threshold. i t represents the charging power of the charging pile at the i-th charging point. w This represents the preset waiting time, and k4 represents the waiting coefficient. k4=0 when there is an available charging pile at the i-th charging point, and k4=1 when there is no available charging pile at the i-th charging point. W i Obtained from the navigation system, provided by the navigation system. As an example, V th =60km / h, t w =0.8h.

[0060] If the i-th charging point is a gas station, then the formula is used: t i =S i / V th +t th The charging time t of the i-th charging point is calculated. i ; where t th This represents the preset refueling time. As an example, t... th =0.15h.

[0061] S22. Determine whether the user's selected charging preference information has been received. If yes, execute S23; otherwise, execute S24.

[0062] In some embodiments, the central control screen has a charging preference selection interface, which users can select on this interface.

[0063] S23. Determine whether the user's selected charging preference is charging distance priority. If yes, execute S24; otherwise, execute S25.

[0064] S24, make the corresponding i-th charging cost D i =S i Then it ends. The preset cost threshold is the preset mileage threshold, S. i The distance to the i-th charging point is the distance between the vehicle and the i-th charging point. The cost of the i-th charging point is the cost of the charging at the i-th charging point.

[0065] S25. Determine whether the user's selected charging preference is charging price priority. If yes, execute S26; otherwise, execute S27.

[0066] S26, make the corresponding i-th charging cost D i =G i Then it ends. The preset cost threshold is the preset price threshold.

[0067] S27. Determine whether the user's selected charging preference is charging time priority. If yes, execute S28; otherwise (i.e., the user's selected charging preference is custom mode), execute S29.

[0068] S28, make the corresponding i-th charging cost D i =t i Then it ends. The preset cost threshold is the same as the preset time threshold.

[0069] S29. Using formula: D i =k1*S' i +k2*G' i +k3*t' i The corresponding charging cost D for the i-th time is calculated. i (i.e., the charging cost of the i-th charging point), and then end. Where k1 represents the preset distance weight, k2 represents the preset price weight, k3 represents the preset time weight, k1+k2+k3=1, S' i Indicates S i The distance after normalization, G' i Indicates to G i The price after normalization, t' i Indicates that for t i The time after normalization is set to the preset cost threshold, which is the preset normalization threshold.

[0070] In some embodiments, if charging distance priority and charging price priority are selected in the custom mode, then k1=0.5, k2=0.5, k3=0. If charging distance priority and charging time priority are selected in the custom mode, then k1=0.5, k2=0, k3=0.5. If charging price priority and charging time priority are selected in the custom mode, then k1=0, k2=0.5, k3=0.5. If charging distance priority, charging price priority, and charging time priority are selected in the custom mode, then k1=1 / 3, k2=1 / 3, k3=1 / 3.

[0071] In some embodiments, for S i Normalization is performed to obtain S' i The method is as follows: take the maximum value among the n charging distances as S. max The preset mileage threshold is used as S min Using the formula: S' i =(S i -Smin ) / (S max -S min ), calculate S' i .

[0072] For G i Normalization is performed to obtain G' i The method is as follows: take the maximum value among the n charging prices as G. max The preset price threshold is used as G. min Using the formula: G' i =(G i -G min ) / (G max -G min ), calculate G' i .

[0073] For t i Normalization is performed to obtain t' i The method is as follows: take the maximum value among n charging times as t. max The preset time threshold is used as t. min Using the formula: t' i =(t i -t min ) / (t max -t min ), calculate t' i .

[0074] S3. Filter out m charging points whose difference between the vehicle's remaining driving range and the charging distance is greater than the first preset distance threshold, and then execute S4.

[0075] S4. Determine if m=0. If yes, execute S5; otherwise (i.e., when m≠0 and 0<m≤n), execute S6.

[0076] S5. Control the power battery to prevent V2L discharge, and then end.

[0077] S6. Determine whether the minimum value among the m charging costs of the m charging points is less than the preset cost threshold. If it is, execute S7; otherwise, execute S8.

[0078] S7. Control the power battery to discharge at full power via V2L, then execute S9. Controlling the power battery to discharge at full power via V2L means not limiting the discharge power of V2L; the maximum discharge power of V2L is the rated discharge power of V2L.

[0079] S8. Control the power battery to perform V2L limited power discharge, prompt the user that the current V2L limited power discharge is in progress, and then execute S9.

[0080] In some embodiments, the way to prompt the user that the current power is limited by V2L can be through a central control screen display, a mobile phone display, or a voice broadcast; there are no restrictions on this.

[0081] In some embodiments, the power limiting method may be to limit the maximum discharge power of V2L to half of the rated discharge power of V2L.

[0082] S9. Determine whether the difference between the vehicle's remaining driving range and each charging distance is less than the second preset distance threshold. If yes, execute S10; otherwise, continue executing S9.

[0083] S10. Control the power battery to stop V2L discharge, prompt the user to charge immediately, and recommend the charging point with the lowest charging cost, then end. The second preset distance threshold is less than the first preset distance threshold. For example, the first preset distance threshold could be 10km, and the second preset distance threshold could be 8km.

[0084] In some embodiments, the method of prompting the user to charge immediately and recommending the charging point with the lowest charging cost can be displayed on the central control screen, displayed on the mobile phone, or broadcast by voice, without limitation.

[0085] In some embodiments, when the actual power consumption of the power battery during full-power V2L discharge or limited-power V2L discharge exceeds a first preset power threshold, and the engine is not started, the central control screen displays the remaining V2L discharge time of the power battery and the charging distances (i.e., the mileage required for the vehicle to reach each charging point). As an example, the first preset power threshold is 200W. Alternatively, the remaining V2L discharge time and charging distances can also be displayed via a mobile phone.

[0086] like Figure 3 As shown, in some embodiments, the method for obtaining the remaining V2L discharge time of the power battery includes the following steps: P1. The sum of the charging reference distance and the second preset distance threshold is used as the lookup mileage. Wherein, the charging reference distance is the charging distance of the charging point corresponding to the minimum value among m charging costs.

[0087] P2. Based on the mileage lookup table, consult the preset table of correspondence between mileage and required SOC value to obtain the SOC value required for the mileage lookup table. r .

[0088] P3. Using the formula: Q as =Q s *(SOC s -SOC r ) / (SOC s-SOC0) is used to calculate the remaining energy Q of the power battery that can currently be used for V2L discharge. as Among them, Q s State of Charge (SOC) indicates the current remaining energy of the power battery. s This indicates the current remaining charge of the power battery. SOC0 indicates the SOC value when the remaining energy of the power battery drops to 0.

[0089] In some embodiments, the current remaining charge (SOC) of the power battery s The State of Charge (SOC) value when the remaining energy of the power battery drops to 0 can be calculated by the BMS using the ampere-hour integration method. This value can be obtained by looking up a table. s The methods for obtaining SOC0 are both existing technologies.

[0090] P4. Calculate the average discharge power of V2L within the preset discharge time, and filter it to obtain the filtered average discharge power W of V2L. avg .

[0091] As an example, the preset discharge time is 30s. First, integrate the product of the voltage and current of the power battery over 30s with respect to the 30s time, and then divide by the 30s time to obtain the average discharge power of V2L over 30s.

[0092] As an example, the filtering method can be first-order filtering with a filter coefficient of 0.8.

[0093] P5. Using the formula: t as =Q as / W avg The remaining V2L discharge time t of the power battery was calculated. as .

[0094] In addition, embodiments of the present invention also provide a V2L discharge control system (see Figure 4 This includes a controller and a central control screen, BMS, navigation system, and PDU connected to the controller. The PDU is responsible for monitoring the power and current during the V2L discharge process and executing the controller's discharge commands. The controller is configured to execute the aforementioned V2L discharge control method. When it is necessary to provide V2L power limit discharge prompts or stop V2L discharge prompts via mobile phone, or to display the remaining V2L discharge time and various charging distances of the power battery via mobile phone, the controller communicates remotely with the mobile phone through the TBOX and vehicle cloud.

[0095] In addition, this invention also provides a vehicle that includes the above-described V2L discharge control system.

[0096] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A V2L discharge control method, characterized in that, include: Obtain charging preferences, remaining vehicle range, and n charging distances; where n represents the number of charging points within a preset distance range from the vehicle, and charging distance refers to the distance between the vehicle and a charging point; Based on charging preferences, the charging cost of each charging point is calculated to obtain the corresponding n charging costs; Select m charging points whose difference between the vehicle's remaining driving range and the charging distance is greater than a first preset distance threshold; If m=0, then the power battery is controlled to prevent V2L discharge; If m≠0, then determine whether the minimum value of the m charging costs of the m charging points is less than the preset cost threshold. If it is, control the power battery to perform V2L full power discharge; otherwise, control the power battery to perform V2L limited power discharge. During the process of controlling the power battery to perform full-power V2L discharge or limited-power V2L discharge, if the difference between the remaining driving range of the vehicle and each charging distance is less than the second preset distance threshold, then the power battery is controlled to stop V2L discharge; wherein, the second preset distance threshold is less than the first preset distance threshold. The charging preference is one of the following: charging distance priority, charging price priority, charging time priority, and custom mode, which is selected by the user; if the user does not select, the default charging preference is charging distance priority; wherein, custom mode means selecting at least two of charging distance priority, charging price priority, and charging time priority. Methods for calculating the charging cost at each charging point based on charging preferences include: Predict the charging price G at the i-th charging point i and charging time t i Where i takes any integer from 1 to n; If the charging preference is charging distance priority, then the corresponding i-th charging cost D is made easier. i =S i ; where the preset cost threshold is the preset mileage threshold, S i This represents the i-th charging distance; If the charging preference is based on charging price, then the corresponding i-th charging cost D is made easier. i =G i Among them, the preset cost threshold is the preset price threshold; If the charging preference is charging time priority, then the corresponding i-th charging cost D is... i =t i The preset cost threshold is a preset time threshold. If the charging preference is set to custom mode, then use the formula: D i =k1*S' i +k2*G' i +k3*t' i The corresponding charging cost D for the i-th time is calculated. i Where k1 represents the preset distance weight, k2 represents the preset price weight, k3 represents the preset time weight, and k1+k2+k3=1, S' i Indicates S i The distance after normalization, G' i Indicates to G i The price after normalization, t' i Indicates that for t i The time after normalization is set to the preset cost threshold, which is the preset normalization threshold.

2. The V2L discharge control method according to claim 1, characterized in that: When controlling the power battery to perform V2L power-limited discharge, the user is prompted that the current state is V2L power-limited discharge; When the power battery stops V2L discharge, the system prompts the user to charge it immediately and recommends the charging point with the lowest charging cost.

3. The V2L discharge control method according to claim 1, characterized in that: If charging distance priority and charging price priority are selected in the custom mode, then k3=0; If charging distance priority and charging time priority are selected in the custom mode, then k2=0; If charging price priority and charging time priority are selected in the custom mode, then k1=0; If charging distance priority, charging price priority, and charging time priority are selected in the custom mode, then k1≠0, k2≠0, and k3≠0.

4. The V2L discharge control method according to claim 1, characterized in that: Predict the charging price G at the i-th charging point i The method is as follows: If the i-th charging point is a charging station, then the formula is used: G i =Ep i *Q, calculate the charging price G for the i-th charging point. i Among them, Ep i Let Q represent the current unit electricity price at the i-th charging point, and let Q represent the energy required to fully charge the current point. If the i-th charging point is a gas station, then the formula is used: G i =Op i *L, calculate the charging price G of the i-th charging point. i Among them, Op i L represents the current unit oil price at the i-th charging point, and L represents the amount of oil needed to fill up the tank. Estimate the charging time t of the i-th charging point i The method is as follows: If the i-th charging point is a charging station, then the formula is used: t i =S i / V th +Q / W i +k4*t w The charging time t of the i-th charging point is calculated. i Among them, V th W represents the preset vehicle speed threshold. i t represents the charging power of the charging pile at the i-th charging point. w This represents the preset waiting time, and k4 represents the waiting coefficient. When there is an available charging pile at the i-th charging point, k4=0; when there is no available charging pile at the i-th charging point, k4=1. If the i-th charging point is a gas station, then the formula is used: t i =S i / V th +t th The charging time t of the i-th charging point is calculated. i ; where t th This indicates the preset refueling time.

5. The V2L discharge control method according to claim 1, characterized in that: For S i Normalization is performed to obtain S' i The method is as follows: Take the maximum value among the n charging distances as S. max The preset mileage threshold is used as S min ; Using the formula: S' i =(S i -S min ) / (S max -S min ), calculate S' i ; For G i Normalization is performed to obtain G' i The method is as follows: Let the maximum value among the n charging prices be G. max The preset price threshold is used as G. min ; Using the formula: G' i =(G i -G min ) / (G max -G min ), calculate G' i ; For t i Normalization is performed to obtain t' i The method is as follows: Take the maximum value among the n charging times as t. max The preset time threshold is used as t. min ; Using the formula: t' i =(t i -t min ) / (t max -t min ), calculate t' i .

6. The V2L discharge control method according to any one of claims 1 to 5, characterized in that: When the actual power consumption of the power battery during full-power V2L discharge or limited-power V2L discharge exceeds the first preset power threshold, and the engine is not started, the remaining V2L discharge time of the power battery and each charging distance are displayed.

7. The V2L discharge control method according to claim 6, characterized in that, The method for obtaining the remaining V2L discharge time of the power battery includes: The sum of the charging reference distance and the second preset distance threshold is used as the lookup mileage; where the charging reference distance is the charging distance of the charging point corresponding to the minimum value among m charging costs; Based on the lookup mileage, a table showing the correspondence between preset driving mileage and required SOC value is consulted to obtain the SOC value (SOC) required to drive the aforementioned lookup mileage. r ; Using the formula: Q as =Q s *(SOC s -SOC r ) / (SOC s -SOC0) is used to calculate the remaining energy Q of the power battery that can currently be used for V2L discharge. as ; where Q s State of Charge (SOC) indicates the current remaining energy of the power battery. s This indicates the current remaining charge of the power battery; SOC0 indicates the SOC value when the remaining energy of the power battery drops to 0. Calculate the average discharge power of V2L within the preset discharge time, and filter it to obtain the filtered average discharge power W of V2L. avg ; Using the formula: t as =Q as / W avg The remaining V2L discharge time t of the power battery was calculated. as .

8. A V2L discharge control system, comprising a controller, characterized in that: The controller is configured to perform the V2L discharge control method as described in any one of claims 1 to 7.

9. A vehicle, characterized in that: Includes the V2L discharge control system as described in claim 8.

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