Charging and discharging function management method, device and equipment for electric vehicle
By acquiring vehicle maintenance data for scientific evaluation and guided activation processes, the problem of insufficient vehicle-specific adaptability in V2G technology has been solved, achieving safe, compliant, and efficient V2G function management, extending battery life, and optimizing the business model.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- ZHENGZHOU SHENLAN POWER TECH CO LTD
- Filing Date
- 2026-02-10
- Publication Date
- 2026-04-10
AI Technical Summary
Existing V2G technology lacks sufficient assessment of individual vehicle compatibility, resulting in a complex activation process and the risk of battery degradation, as well as a lack of scientific business models and compliance guarantees.
By acquiring vehicle maintenance data, including vehicle status data, battery status data, and historical operating data, it is determined whether the vehicle meets the conditions for V2G function activation. The user is then guided through the activation process via a terminal application. Combined with regional compliance verification and dynamic maintenance strategies, scientific activation decisions and compliance management are achieved.
It improves the rationality and security of V2G function activation, simplifies user operation, reduces non-compliance risks, provides adaptability protection, extends battery life, and optimizes business models.
Smart Images
Figure CN121822221A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of electric vehicle technology, and in particular to a method, apparatus and equipment for managing the charging and discharging function of an electric vehicle. Background Technology
[0002] Vehicle-to-grid (V2G) technology utilizes electric vehicle batteries as distributed energy storage, enabling bidirectional energy interaction with the power grid. This helps to absorb renewable energy and improve grid flexibility and stability. The system typically consists of V2G-enabled vehicles, bidirectional charging stations, the power grid, and an intelligent control system, all working together through standardized communication protocols.
[0003] While V2G technology is largely mature and pilot programs are underway, it still faces significant challenges in its path to large-scale commercial application. Firstly, standards are not yet unified; communication and interface standards need improvement, affecting interoperability. Secondly, there are concerns about battery degradation; users worry that participating in V2G might accelerate battery lifespan decline. Thirdly, the business model is immature; how to ensure a sustainable business path that benefits users, automakers, and the power grid is still being explored. More specifically, there is a lack of scientific access assessment methods for a vast number of diverse vehicles, compliant activation procedures adapted to different regional policies, and convenient functional upgrade solutions for existing vehicles.
[0004] Therefore, there is an urgent need for a method, device, and equipment for managing the charging and discharging functions of electric vehicles to solve the problems of complex vehicle V2G function activation process and lack of vehicle individual adaptability assessment in traditional methods. Summary of the Invention
[0005] The purpose of this application is to provide a method, device, and equipment for managing the charging and discharging functions of electric vehicles, which solves the problems of complex vehicle V2G function activation process and lack of vehicle individual adaptability assessment in traditional methods.
[0006] In a first aspect, embodiments of this application provide a method for managing the charging and discharging function of an electric vehicle. The method includes: responding to a user's V2G function activation request initiated through a terminal application, obtaining maintenance data of the vehicle whose V2G function is to be activated. The maintenance data includes one or more of the following: vehicle status data, battery status data, and historical operating data. Based on the vehicle status data, battery status data, and historical operating data, determining whether the vehicle meets the activation conditions for the V2G function. If so, guiding the user through the terminal application to complete the V2G function activation process. After the activation process is completed, activating the vehicle's V2G function.
[0007] The electric vehicle charging and discharging function management method provided in this application responds to a user's V2G function activation request by acquiring the vehicle's maintenance data for the vehicle whose V2G function needs to be activated. Then, based on the vehicle status data, battery status data, and historical operating data in the maintenance data, it determines whether the vehicle meets the activation conditions for the V2G function. If the vehicle meets the activation conditions, the user is guided through the V2G function activation process via a terminal application. Finally, after the activation process is completed, the vehicle's V2G function is activated. This application introduces an evaluation mechanism based on the vehicle's actual operating status, transforming the V2G function activation decision from relying on subjective judgment or factory presets to data-driven scientific judgment, thereby effectively improving the rationality and safety of activation. Simultaneously, the online guided activation process automatically adapts to different regional policies and market conditions, significantly simplifying user operations and reducing non-compliance risks. Furthermore, adjusting subsequent management strategies based on vehicle usage patterns provides adaptive assurance for the sustainable operation of V2G vehicles.
[0008] One possible implementation involves determining whether a vehicle meets the conditions for V2G activation based on vehicle status data, battery status data, and historical operating data. This includes: determining the vehicle's actual nominal driving range based on vehicle status data; determining the vehicle's spare capacity potential for V2G operation based on historical operating data; and determining that the vehicle meets the preset conditions for V2G activation if the actual nominal driving range, the remaining battery cycle life in the battery status data, and the spare capacity potential all meet preset conditions.
[0009] One possible implementation involves determining the conditions for enabling the vehicle's V2G function, provided that the actual nominal driving range, the remaining cycle life of the battery in the battery state data, and the potential for excess capacity meet preset conditions. This includes determining the conditions for enabling the vehicle's V2G function when the actual nominal driving range is higher than a preset capability threshold, the remaining cycle life of the battery is higher than a capacity capability threshold, and the vehicle has excess capacity potential.
[0010] One possible implementation involves guiding users through the V2G activation process via a terminal application. This includes: based on the user's entered activation region information, pushing an electronic activation agreement matching the region to the user via the terminal application. Upon receiving the user's confirmation of the electronic activation agreement, determining whether the activation region meets the regional compliance verification options. These options include the existence of peak-valley electricity price differences. If peak-valley electricity price differences exist in the activation region, confirming that the user has completed the V2G activation process.
[0011] One possible implementation, the regional compliance verification options also include whether the infrastructure for V2G functionality is provided and whether there are incentive strategies for V2G functionality.
[0012] One possible implementation of the electric vehicle charging and discharging function management method provided in this application embodiment further includes: after the user activates the V2G function, determining the user's usage pattern based on historical operating data. Based on the usage pattern, determining a vehicle maintenance monitoring strategy. The maintenance monitoring strategy includes a trigger threshold corresponding to each maintenance parameter among multiple maintenance parameters, and a monitoring priority for each maintenance parameter. Monitoring whether each maintenance parameter of the vehicle reaches its corresponding monitoring threshold based on the monitoring priority. If any maintenance parameter is detected to have reached its corresponding monitoring threshold, a maintenance reminder is triggered.
[0013] One possible implementation involves determining a vehicle maintenance monitoring strategy based on usage patterns, including: If the usage pattern is determined to be high-frequency vehicle operation, assigning the highest priority to the first maintenance parameter based on vehicle mileage among multiple maintenance parameters. If the usage pattern is determined to be long-term vehicle inactivity, assigning the highest priority to the second maintenance parameter based on vehicle usage duration among multiple maintenance parameters. If the vehicle has V2G functionality enabled, assigning the highest priority to the third maintenance parameter based on battery cycle count among multiple maintenance parameters.
[0014] One possible implementation of the electric vehicle charging and discharging function management method provided in this application embodiment further includes: obtaining the identification information of the vehicle whose V2G function is to be activated; determining whether the vehicle has V2G function based on the identification information; and, if the vehicle has V2G function, executing the step of guiding the user to complete the V2G function activation process through a terminal application.
[0015] One possible implementation of the electric vehicle charging and discharging function management method provided in this application embodiment further includes: when it is determined that the vehicle does not have V2G function, guiding the user to enter the evaluation process for adding V2G function to non-V2G vehicles through a terminal application.
[0016] One possible implementation involves guiding users through a terminal application to the V2G modification assessment process for non-V2G vehicles. This includes: generating an assessment report and pricing proposal for V2G functionality based on vehicle maintenance data; displaying the assessment report and pricing proposal to the user via the terminal application; and generating a modification service order and dispatching it to the offline service center after receiving confirmation from the user.
[0017] Secondly, embodiments of this application provide a charging and discharging function management device for an electric vehicle, the device comprising: an acquisition module, a judgment module, a guidance module, and an activation module.
[0018] The acquisition module is used to respond to a user's V2G function activation request initiated through the terminal application and obtain the maintenance data of the vehicle for which V2G function needs to be activated. The maintenance data includes one or more of the following: vehicle status data, battery status data, and historical operating data.
[0019] The judgment module is used to determine whether a vehicle meets the conditions for enabling V2G functionality based on vehicle status data, battery status data, and historical operating data.
[0020] The guidance module is used to guide users through the V2G function activation process via the terminal application.
[0021] The activation module is used to activate the vehicle's V2G function after the activation process is completed.
[0022] One possible implementation involves a judgment module, specifically used to determine the vehicle's actual nominal driving range based on vehicle status data. Based on historical operating data, it determines the vehicle's surplus capacity potential for V2G operation. If the actual nominal driving range, the remaining battery cycle life in the battery status data, and the surplus capacity potential meet preset conditions, the module determines the conditions for the vehicle to meet the V2G function activation requirements.
[0023] One possible implementation involves a judgment module, specifically used to determine the conditions for enabling V2G functionality when the actual nominal driving range is higher than a preset capacity threshold, the remaining battery cycle life is higher than the capacity capacity threshold, and the vehicle has surplus capacity potential.
[0024] One possible implementation involves a guidance module that, based on the user's entered activation region information, pushes an electronic activation agreement matching the activation region to the user via a terminal application. Upon receiving the user's confirmation of the electronic activation agreement, the module determines whether the activation region complies with regional compliance verification options. These options include the existence of peak-valley electricity price differences. If peak-valley electricity price differences exist in the activation region, the user's V2G activation process is confirmed to be complete.
[0025] One possible implementation, the regional compliance verification options also include whether the infrastructure for V2G functionality is provided and whether there are incentive strategies for V2G functionality.
[0026] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is further configured to: determine the user's usage pattern based on historical operating data after the user activates the V2G function; determine the vehicle's maintenance monitoring strategy based on the usage pattern; the maintenance monitoring strategy includes a trigger threshold corresponding to each maintenance parameter among multiple maintenance parameters, and a monitoring priority for each maintenance parameter; monitor whether each maintenance parameter of the vehicle reaches its corresponding monitoring threshold based on the monitoring priority; and trigger a maintenance reminder if any maintenance parameter is detected to have reached its corresponding monitoring threshold.
[0027] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is further configured to: when the usage mode is determined to be high-frequency vehicle operation, determine the monitoring priority of a first maintenance parameter based on vehicle mileage among multiple maintenance parameters as the highest priority; when the usage mode is determined to be long-term vehicle inactivity, determine the monitoring priority of a second maintenance parameter based on vehicle usage time among multiple maintenance parameters as the highest priority; and when it is determined that the vehicle has activated V2G functionality, determine the monitoring priority of a third maintenance parameter based on battery cycle count among multiple maintenance parameters as the highest priority.
[0028] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is further configured to: obtain the identification information of the vehicle whose V2G function is to be activated; determine whether the vehicle has V2G function based on the identification information; and, if the vehicle has V2G function, execute the step of guiding the user to complete the V2G function activation process through a terminal application.
[0029] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is also used to: when it is determined that the vehicle does not have V2G function, guide the user to enter the evaluation process for adding V2G function to non-V2G vehicles through a terminal application.
[0030] One possible implementation involves a guidance module that also generates an assessment report and pricing proposal for adding V2G functionality to the vehicle based on vehicle maintenance data. This assessment report and pricing proposal are then displayed to the user via a terminal application. Upon receiving confirmation of the assessment and pricing proposal from the user, a modification service order is generated and dispatched to the offline service provider.
[0031] Thirdly, embodiments of this application provide a charging and discharging function management device for an electric vehicle. This device has the function of implementing the charging and discharging function management method for an electric vehicle according to the first aspect or any possible implementation thereof. This function can be implemented by hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the above-described function.
[0032] Fourthly, embodiments of this application provide a computer-readable storage medium storing instructions that, when executed on a computer, enable the computer to perform the electric vehicle charging and discharging function management method of the first aspect or any possible implementation thereof.
[0033] Fifthly, embodiments of this application provide a computer program product containing instructions that, when run on a computer, enable the computer to execute the electric vehicle charging and discharging function management method described in the first aspect or any possible implementation thereof.
[0034] The technical effects of any of the design methods in aspects two through five can be found in aspect one or in different possible implementations of aspect one, and will not be repeated here. Attached Figure Description
[0035] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0036] Figure 1 A schematic diagram of the structure of a charging and discharging function management platform for an electric vehicle provided in an embodiment of this application; Figure 2 A flowchart illustrating a method for managing the charging and discharging function of an electric vehicle, as provided in an embodiment of this application; Figure 3 A schematic diagram of a charging and discharging function management device for an electric vehicle provided in an embodiment of this application; Figure 4 This is a system architecture diagram of a charging and discharging function management system for an electric vehicle provided in an embodiment of this application. Detailed Implementation
[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.
[0038] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.
[0039] With the rapid development of the electric vehicle industry and vehicle-to-grid (V2G) technology, it has attracted much attention due to its potential in absorbing renewable energy and improving grid flexibility and stability. However, in the process of moving from technology demonstration to large-scale commercial application, several key bottlenecks have been exposed in the relevant technical solutions, restricting their widespread adoption.
[0040] First, the current activation of V2G functionality largely relies on the owner's subjective willingness or the vehicle's factory configuration, failing to conduct dynamic and accurate usability and economic assessments based on the vehicle's individual operating data (such as battery health status, historical driving patterns, and range redundancy). This results in some vehicles connecting under unsuitable conditions, which may not only fail to bring the expected benefits to users but may also accelerate battery degradation due to frequent charging and discharging, causing users to worry about battery life and dampening their enthusiasm for participation.
[0041] Secondly, the implementation of V2G involves multiple regional factors such as power grid policies, local subsidies, and infrastructure support. Existing activation services often have rigid processes that cannot intelligently match the different regulations and market conditions in different regions. Users need to study policies and prepare complicated materials on their own, resulting in a poor experience and compliance risks.
[0042] Furthermore, for the vast number of existing vehicles already sold, especially those without pre-installed V2G hardware, the lack of convenient and feasible upgrade and evaluation pathways limits the expansion of the V2G user base. Finally, after vehicles participate in V2G, their usage patterns and wear characteristics change, but traditional maintenance strategies (usually based on fixed mileage or time) fail to adjust dynamically accordingly, making it difficult to provide targeted guarantees for vehicle battery safety and overall vehicle reliability under V2G mode.
[0043] Based on this, embodiments of this application provide a method, apparatus, and device for managing the charging and discharging functions of an electric vehicle. The method includes: responding to a user's V2G function activation request initiated through a terminal application, obtaining maintenance data of the vehicle whose V2G function is to be activated. The maintenance data includes one or more of the following: vehicle status data, battery status data, and historical operating data. Based on the vehicle status data, battery status data, and historical operating data, determining whether the vehicle meets the activation conditions for the V2G function. If so, guiding the user through the terminal application to complete the V2G function activation process. After the activation process is completed, activating the vehicle's V2G function.
[0044] The electric vehicle charging and discharging function management method provided in this application responds to a user's V2G function activation request by acquiring the vehicle's maintenance data for the vehicle whose V2G function needs to be activated. Then, based on the vehicle status data, battery status data, and historical operating data in the maintenance data, it determines whether the vehicle meets the activation conditions for the V2G function. If the vehicle meets the activation conditions, the user is guided through the V2G function activation process via a terminal application. Finally, after the activation process is completed, the vehicle's V2G function is activated. This application introduces an evaluation mechanism based on the vehicle's actual operating status, transforming the V2G function activation decision from relying on subjective judgment or factory presets to data-driven scientific judgment, thereby effectively improving the rationality and safety of activation. Simultaneously, the online guided activation process automatically adapts to different regional policies and market conditions, significantly simplifying user operations and reducing non-compliance risks. Furthermore, adjusting subsequent management strategies based on vehicle usage patterns provides adaptive assurance for the sustainable operation of V2G vehicles.
[0045] The methods provided in the embodiments of this application will now be described in conjunction with the specific accompanying drawings.
[0046] On one hand, embodiments of this application provide a charging and discharging function management system for electric vehicles. For example... Figure 1 As shown, the electric vehicle charging and discharging function management system 100 may include a mobile terminal 101, a cloud service platform 102, and an electric vehicle 103.
[0047] The mobile terminal 101 runs a V2G function management application to assist users in interactive operations. Specifically, the mobile terminal 101 provides users with a human-machine interface for initiating V2G function activation requests, viewing vehicle operation data, signing electronic agreements, and receiving activation results and maintenance reminders. For example, the mobile terminal 101 can be a smartphone, tablet, etc.
[0048] The cloud service platform 102 is used to receive and process requests from the mobile terminal 101 and interact with the vehicle via cellular network or the Internet. Specifically, the cloud service platform 102 can be used to store and manage massive amounts of vehicle operation data (such as historical operating trajectories, battery health records, and vehicle configuration information); perform operational data analysis and model calculations to determine whether the vehicle meets the V2G activation conditions; manage regionally differentiated V2G policies and protocol templates; process business logic in the activation process (such as protocol generation and compliance verification); and issue control and information commands to the mobile terminal 101 and the electric vehicle 103.
[0049] Electric vehicle 103 is a physical vehicle with V2G hardware potential (whether pre-installed at the factory or retrofittable). Electric vehicle 103 integrates key electronic control units such as an onboard terminal (T-Box), a battery management system (BMS), and a vehicle control unit (VCU). The onboard terminal can establish a communication connection with the cloud service platform 102 via a cellular network, uploading real-time vehicle status data (such as current driving range, battery health status (SOH), and remaining battery charge (SOC)) and historical operating data (such as recent mileage and charge / discharge records) as instructed. Simultaneously, after the cloud service platform 102 completes the activation process and issues an activation command, the V2G functional modules of electric vehicle 103 (such as the bidirectional onboard charger (OBC)) will be officially activated, enabling it to respond to grid dispatch and perform bidirectional charging and discharging operations.
[0050] It should be noted that the above Figure 1 The electric vehicle charging and discharging function management system 100 shown is merely an example of the application scenario of the solution in this application, and is not intended to limit the application scenario of the solution in this application.
[0051] On the one hand, embodiments of this application provide a method for managing the charging and discharging function of an electric vehicle, which can be implemented by... Figure 1 The charging and discharging function management system 100 of the electric vehicle shown is executed. For example... Figure 2 As shown, the method may include the following steps.
[0052] S201, in response to a user's V2G function activation request initiated through a terminal application, obtains maintenance data of the vehicle for which V2G function is to be activated.
[0053] The maintenance data includes one or more of the following: vehicle status data, battery status data, and historical operating data. Vehicle status data can be the real-time operating and status parameters of the vehicle at the requested time or recently, such as the current remaining driving range, total mileage, and fault code status of various systems; battery status data indicates the health, safety, and remaining lifespan of the power battery pack, such as the state of health (SOH), remaining cycle life, current state of charge (SOC), and battery internal resistance; historical operating data consists of records related to the use and maintenance of the vehicle accumulated over a period of time, such as historical mileage, charging records, maintenance records, and fault repair history.
[0054] Specifically, when a user wishes to activate the V2G function for their electric vehicle, they first need to submit a V2G activation request through a terminal application installed on a smart device (such as a mobile phone). In response to this request, the terminal application automatically initiates a data query command to the data service center associated with the vehicle. This data service center can be a cloud platform built by the automaker, storing vehicle operation and status information continuously collected and uploaded through a vehicle-to-everything (V2X) remote monitoring system, as well as maintenance and repair records entered by authorized service centers. Through a pre-defined data interface, the latest vehicle status data, battery status data, and historical operating data within a specified time period, all linked to the target vehicle's VIN, are extracted from the center's database, thus completing the acquisition of maintenance data.
[0055] S202 determines whether the vehicle meets the conditions for activating the V2G function based on vehicle status data, battery status data, and historical operating data.
[0056] One possible implementation involves determining whether a vehicle meets the conditions for V2G activation based on vehicle status data, battery status data, and historical operating data. This includes: determining the vehicle's actual nominal driving range based on the vehicle status data; determining the vehicle's surplus capacity potential for V2G operation based on historical operating data; and determining that the vehicle meets the preset conditions for V2G activation if the actual nominal driving range, the remaining battery cycle life in the battery status data, and the surplus capacity potential all meet these conditions.
[0057] Specifically, the first step is to determine the vehicle's true nominal driving range based on vehicle status data. This true nominal driving range is not the theoretical maximum value advertised at the time of manufacture, but rather an estimate based on the vehicle's current actual condition (considering factors such as battery degradation, vehicle load, and ambient temperature), making it closer to reality. For example, by combining the current State of Health (SOH) and total battery pack energy from the battery status data, along with the vehicle's recent average energy consumption data (which can be calculated from historical operating data), the actual usable driving range under the current battery health condition can be dynamically calculated through calculation or table lookup. This true nominal driving range serves as the basis for assessing whether the vehicle still has a power reserve after meeting the user's basic travel needs.
[0058] Secondly, based on historical operational data, the potential surplus capacity for vehicles to participate in V2G operations is determined. This surplus capacity potential refers to the remaining battery power or capacity available for V2G deployment after a vehicle completes its daily driving tasks. For example, this can be achieved by analyzing the vehicle's daily mileage distribution over a past period (e.g., the past 30 days), charging habits (such as overnight charging), and typical parking times and locations. By establishing a user travel pattern model, the duration of stationary grid connection for vehicles on a typical day can be predicted, and the theoretically available amount of electricity (kWh) for V2G charging and discharging after the battery meets the expected travel demand for the next day can be determined. This surplus capacity potential directly determines the potential economic benefits of vehicle participation in V2G.
[0059] Finally, a comprehensive decision is made: the vehicle's V2G activation conditions are determined only if the actual nominal driving range, remaining battery cycle life in the battery state data, and potential excess capacity all meet their respective conditions. This multi-dimensional evaluation mechanism ensures the rationality and diversity of V2G activation for each vehicle. For example, even vehicles from the same batch may receive different activation recommendations due to different operating routes, battery degradation levels, and usage habits, avoiding a one-size-fits-all approach and achieving precise individualized assessment.
[0060] Furthermore, if the actual nominal driving range, the remaining cycle life of the battery in the battery status data, and the potential for excess capacity meet the preset conditions, the conditions for the vehicle to meet the V2G function activation are determined, including: if the actual nominal driving range is higher than the preset capacity threshold, the remaining cycle life of the battery is higher than the capacity capacity threshold, and the vehicle has excess capacity potential, the conditions for the vehicle to meet the V2G function activation are determined.
[0061] The preset capability threshold represents the minimum required range for a vehicle's actual driving range. This threshold can be set based on the vehicle model, primary intended use (e.g., urban commuting or intercity travel), and safety redundancy requirements. After V2G is enabled, the calculated actual nominal driving range is compared to this preset threshold. Only when the driving range exceeds this threshold is the vehicle considered to possess the basic capability to guarantee basic travel needs while participating in V2G.
[0062] The capacity threshold is the minimum permissible value for battery life health. It defines the critical point at which a battery's remaining lifespan remains within a safe and reliable range after considering additional cycles with V2G functionality. Therefore, after V2G is enabled, the remaining cycle life (e.g., remaining usable cycles) obtained from battery state data is compared to this capacity threshold. Only when the remaining cycle life exceeds this threshold is the battery considered to have sufficient health margin to withstand the additional charge and discharge stress brought by V2G, thereby protecting the battery's long-term health and alleviating user concerns about battery degradation.
[0063] The assessment of surplus capacity potential is first based on historical operating data to determine whether vehicles indeed have regular and predictable periods of idle time and remaining battery power. If the analysis shows that vehicles are parked continuously for several hours each day and the battery has dispatchable power (even if this power value may fluctuate), then surplus capacity potential can be identified. This assessment ensures that vehicles have the time window and material basis to participate in V2G.
[0064] Finally, a vehicle will only be deemed eligible for V2G activation if all three conditions are met simultaneously: the actual nominal driving range exceeds a preset capability threshold, the remaining battery cycle life exceeds a capacity capability threshold, and the vehicle possesses excess capacity potential. This judgment mechanism deeply integrates the vehicle's actual driving range, core battery life indicators, and specific user habits, achieving precise profiling and safe access control of the vehicle's V2G adaptability from multiple key dimensions, effectively supporting the rationality and diversity of activation decisions.
[0065] To ensure the accurate execution of subsequent processes and adaptability to different types of vehicles, a preliminary assessment of vehicle capabilities is required before conducting in-depth evaluations based on maintenance data. This process aims to identify whether the target vehicle natively supports V2G functionality at the factory hardware level, thereby directing the vehicle to the appropriate processing path.
[0066] Furthermore, obtain the identification information of the vehicle for which V2G functionality is to be enabled. Based on the identification information, determine whether the vehicle has V2G functionality.
[0067] The identification information is unique and accurate enough to identify a specific vehicle. For example, the identification information could be the vehicle identification number (VIN). It can be obtained by the user manually entering it in the terminal application, scanning the vehicle's nameplate through the application, or automatically when the user's account is linked to a vehicle. After obtaining the identification information, the system determines whether the vehicle has V2G (Vehicle-to-Government) functionality. For example, this can be done by querying a vehicle model configuration database linked to the vehicle's VIN.
[0068] One possible implementation involves, if it is determined that the vehicle has V2G functionality, executing a step-by-step process to guide the user through the V2G activation procedure via a terminal application.
[0069] Another possible approach is to guide users through an evaluation process for installing V2G on non-V2G vehicles via a terminal application, provided that the vehicle is determined to lack V2G functionality.
[0070] Specifically, if it is determined that a vehicle does not have V2G functionality, then the vehicle appears to be an existing vehicle without pre-installed V2G hardware. In this case, the activation process is not directly terminated. Instead, the user is guided through the terminal application to the installation process for non-V2G vehicles, which provides the possibility of upgrading the functionality for existing vehicles.
[0071] One possible implementation involves guiding users through the V2G modification assessment process for non-V2G vehicles via a terminal application. This process may include: generating an assessment report and pricing proposal for V2G capability modification based on vehicle maintenance data; displaying the assessment report and pricing proposal to the user via the terminal application; and generating a modification service order and dispatching it to the offline service provider after receiving confirmation from the user.
[0072] Specifically, firstly, using acquired vehicle status, battery status, and historical operating data, the system assesses the technical feasibility of aftermarket hardware, its potential impact on battery life, and the economic viability predicted based on user habits, generating a detailed report including technical solutions and costs. Next, the assessment report and pricing proposal are displayed to the user through a terminal application. Finally, after receiving confirmation from the user of the assessment and pricing proposals, the system generates a modification service order and dispatches it to the offline service center, thus transforming the online assessment into an offline physical service order and initiating the actual vehicle hardware installation work.
[0073] S203, if so, guide the user through the V2G function activation process via the terminal application.
[0074] One possible implementation involves guiding users through the V2G activation process via a terminal application. This includes: based on the user's entered activation region information, pushing an electronic activation agreement matching the region to the user via the terminal application. Upon receiving the user's confirmation of the electronic activation agreement, determining whether the activation region meets the regional compliance verification options. These options include the existence of peak-valley electricity price differences. If peak-valley electricity price differences exist in the activation region, confirming that the user has completed the V2G activation process.
[0075] Specifically, the application interface guides users to select or fill in the city or region where they plan to primarily use V2G functionality. Based on the user-submitted activation region information, an electronic activation agreement suitable for that region is dynamically generated from a pre-set protocol library. This electronic activation agreement can include a general basic service agreement, as well as supplementary agreements or special terms customized for specific regional rules, policies, or grid company requirements, ensuring the compliance of the agreement content.
[0076] Then, upon receiving the user's confirmation instruction for the electronic activation agreement, the system determines whether the activation region meets the regional compliance verification options. The user reads the agreement online and issues a confirmation instruction by clicking "agree" or electronic signature. After the agreement is confirmed, activation is not completed immediately; instead, a compliance verification for the region is automatically initiated. This compliance verification aims to confirm whether the region possesses the basic market and policy environment to support V2G commercial applications. The regional compliance verification options include at least one key economic prerequisite: the existence of peak-valley electricity price differences. These peak-valley price differences are the basis for users to obtain revenue through the low-storage, high-distribution model. This condition can be verified by querying the regional electricity price policy database or accessing a real-time data interface.
[0077] Finally, if there is a peak-valley electricity price difference in the activated region, the user's V2G activation process is confirmed. When it is confirmed that an effective peak-valley electricity pricing policy exists in the region, providing a basic profit margin for users participating in V2G, the core compliance option is deemed met. At this point, the user's interaction process on the application is complete, confirming that the user has completed the V2G activation process.
[0078] Furthermore, to more comprehensively ensure user experience and commercial viability, the compliance verification options for this region can include more dimensions. For example, the compliance options for this region can also include: whether the basic infrastructure for V2G functionality is available, i.e., verifying whether the region has sufficient coverage of public charging piles or community infrastructure that support bidirectional charging and discharging; and whether there are incentive strategies for V2G functionality, such as whether local governments or power grid companies provide special subsidies, tax breaks, points rewards, and other incentive measures. The system verifies these options one by one, and only after all or key items are satisfied will the process be finalized. The method provided in this application embodiment can ensure the legality (associated with dedicated protocols) and rationality (verification of market conditions) of user activation behavior through this multi-layered verification mechanism, protecting the rights and interests of users and car manufacturers, and is an important link in promoting the compliant and healthy promotion of V2G.
[0079] S204. After the activation process is completed, activate the vehicle's V2G function.
[0080] Specifically, after the user completes all the guided steps in the terminal application and passes the compliance verification, the cloud server automatically generates a V2G function activation command containing the target vehicle identification number and specific authorization instructions. This command is sent to the target vehicle's onboard communication module via the vehicle-to-everything (V2G) communication link. Upon receiving the command, the vehicle's relevant electronic control units (especially the battery management system (BMS) and vehicle control unit (VCU) will configure and update their internal parameters and control strategies according to the command content. For example, the BMS will unlock the battery's bidirectional discharge permission, and the VCU will extend the vehicle's operating modes to include V2G scenarios. After the above configuration update is completed, the vehicle's hardware-level V2G function is officially activated.
[0081] Subsequently, when the vehicle connects to a V2G-enabled bidirectional charging station, its battery management system can respond to discharge commands from the charging station or the back-end scheduling system, converting the DC power in the battery into AC power via the onboard bidirectional charger and feeding it into the grid, thus realizing energy transfer from the vehicle to the grid. The activation operation is typically a one-time event, and the functional state is persistently stored in the vehicle system unless the user requests to disable it through a process.
[0082] Furthermore, after a user activates the V2G function, their usage pattern is determined based on historical operational data. Based on this pattern, a vehicle maintenance monitoring strategy is established. This strategy includes trigger thresholds for each maintenance parameter and their monitoring priorities. During vehicle operation, each maintenance parameter is monitored to ensure it reaches its corresponding threshold. If any maintenance parameter is detected to have reached its threshold, a maintenance alert is triggered.
[0083] Specifically, after a user activates the V2G function, the user is categorized into a specific usage mode based on historical operational data such as vehicle driving frequency, V2G charging and discharging frequency, V2G charging and discharging depth, and vehicle idle time. For example, this usage mode may include a high-frequency operation mode for vehicles mainly engaged in long-distance, high-frequency operations; a long-term idle mode for vehicles mainly engaged in long-term parking and occasional short-distance use; and a high-frequency V2G function usage mode that actively participates in grid dispatch.
[0084] Then, a customized maintenance monitoring strategy is preset or dynamically calculated for different usage modes. This maintenance monitoring strategy can include two main parts: First, it defines the trigger threshold for each maintenance parameter among multiple maintenance parameters (e.g., total vehicle mileage, vehicle system power-on time, total battery cycle count, battery state of health (SOH) degradation value, etc.). This trigger threshold is set based on the main wear characteristics of the vehicle under that usage mode, unlike the fixed values in traditional maintenance manuals. Second, it clarifies the monitoring priority of each maintenance parameter. This priority determines the degree of attention paid to different maintenance parameters when resources are limited or when prioritizing warnings.
[0085] Subsequently, during vehicle operation, various maintenance parameters of the vehicle are monitored based on monitoring priorities to ensure they meet corresponding monitoring thresholds. The vehicle's onboard diagnostic system or cloud monitoring platform continuously or periodically collects relevant data according to the issued maintenance monitoring strategy and compares it with the trigger thresholds set in the strategy. The allocation of monitoring resources and the logical sequence of alarms are managed according to monitoring priorities.
[0086] Finally, a maintenance reminder is triggered when any maintenance parameter reaches its corresponding monitoring threshold. Once a monitored parameter (such as battery cycle count) reaches its designated trigger threshold, a maintenance reminder is immediately generated. This reminder can be sent to the user via push notifications from the terminal application, the vehicle's instrument panel display, or SMS, suggesting that the user perform the necessary checks or maintenance. For example, for vehicles that frequently participate in V2G, when the battery cycle count rapidly reaches a priority threshold, the system will prioritize reminding the user to perform a battery-specific check, rather than waiting for a fixed mileage or time threshold.
[0087] This process, through the use of this dynamic strategy based on usage patterns, achieves a shift from fixed-cycle maintenance to on-demand preventative maintenance, enabling more accurate prediction and management of new risks introduced by V2G functions, and improving the safety and economy of the vehicle throughout its entire lifecycle.
[0088] Furthermore, based on usage patterns, vehicle maintenance monitoring strategies are determined, including: If the usage pattern is determined to be high-frequency vehicle operation, the monitoring priority of the first maintenance parameter based on vehicle mileage is determined to be the highest priority among multiple maintenance parameters. If the usage pattern is determined to be long-term vehicle inactivity, the monitoring priority of the second maintenance parameter based on vehicle usage time is determined to be the highest priority among multiple maintenance parameters. If the vehicle has V2G functionality enabled, the monitoring priority of the third maintenance parameter based on battery cycle count is determined to be the highest priority among multiple maintenance parameters.
[0089] One possible approach is to determine the usage mode as high-frequency vehicle operation, where the primary wear and tear originates from the continuous operation and wear of mechanical components. Therefore, among multiple maintenance parameters, the first maintenance parameter based on vehicle mileage can be prioritized. This first maintenance parameter can be the vehicle's accumulated mileage. A more aggressive or frequent inspection threshold can be set for this parameter compared to other modes, and its monitoring can be placed with the highest priority. This is because for high-frequency operating vehicles, mileage is the most direct and relevant indicator of component wear (such as tires, brakes, and transmission systems), and therefore requires priority attention.
[0090] Another possible approach is to consider situations where the vehicle is typically left idle for extended periods. In this case, the main risks stem from time-related static aging issues such as prolonged battery float charging or self-discharge, moisture damage to electronic components, and fluid deterioration. Therefore, the second maintenance parameter based on vehicle usage time can be prioritized as the highest priority among multiple maintenance parameters. This second maintenance parameter could be the vehicle's total power-on time or the calendar time since the last maintenance or activation. In this case, monitoring of whether this parameter reaches a preset time threshold will be prioritized to promptly remind the user to perform power-on checks, battery maintenance, or fluid changes, preventing latent malfunctions caused by prolonged parking.
[0091] Another possible implementation involves, once the vehicle's V2G function is activated, the battery will undergo significantly more charge-discharge cycles than during normal driving, making battery cycle life the most critical consumable. Therefore, regardless of the vehicle's operating mode, as long as V2G is enabled, the third-generation maintenance parameter based on battery cycle count will be prioritized with the highest priority among multiple maintenance parameters. This third-generation maintenance parameter can be the battery's total cycle count or cumulative throughput. By setting a specific warning threshold for this parameter that is reached earlier than traditional maintenance mileage or time, and assigning it the highest monitoring priority, the vehicle can issue targeted battery health check reminders first, rather than waiting for mileage or time thresholds to trigger. This way, once the battery rapidly accumulates cycle counts due to frequent V2G participation and approaches the threshold, the vehicle can prioritize issuing targeted battery health check reminders, rather than waiting for mileage or time thresholds to trigger first.
[0092] The above primarily describes the solutions provided in this application from the perspective of the device's working principle. It is understood that, in order to achieve the aforementioned functions, the electric vehicle charging and discharging function management device includes corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should readily recognize that, based on the algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.
[0093] This application embodiment can divide the charging and discharging function management device for electric vehicles into functional modules according to the above method example. For example, each function can be divided into a separate functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module.
[0094] It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division; in actual implementation, other division methods may be used. When dividing functional modules according to their respective functions, Figure 3 A schematic diagram of a possible configuration of the charging and discharging function management device for an electric vehicle involved in the above and embodiments is shown. Figure 3 As shown, the electric vehicle charging and discharging function management device 300 may include: an acquisition module 301, a judgment module 302, a guidance module 303, and an activation module 304.
[0095] The acquisition module 301 is used to support the execution of the electric vehicle charging and discharging function management device 300. Figure 2 S201 is an example of a method for managing the charging and discharging function of an electric vehicle.
[0096] The judgment module 302 is used to support the execution of the electric vehicle charging and discharging function management device 300. Figure 2 S202 in the illustrated electric vehicle charging and discharging function management method.
[0097] The guide module 303 is used to support the execution of the electric vehicle charging and discharging function management device 300. Figure 2 S203 in the illustrated electric vehicle charging and discharging function management method.
[0098] Activation module 304 is used to support the execution of the electric vehicle charging and discharging function management device 300. Figure 2S204 in the schematic electric vehicle charging and discharging function management method.
[0099] One possible implementation involves a judgment module, specifically used to determine the vehicle's actual nominal driving range based on vehicle status data. Based on historical operating data, it determines the vehicle's surplus capacity potential for V2G operation. If the actual nominal driving range, the remaining battery cycle life in the battery status data, and the surplus capacity potential meet preset conditions, the module determines the conditions for the vehicle to meet the V2G function activation requirements.
[0100] One possible implementation involves a judgment module, specifically used to determine the conditions for enabling V2G functionality when the actual nominal driving range is higher than a preset capacity threshold, the remaining battery cycle life is higher than the capacity capacity threshold, and the vehicle has surplus capacity potential.
[0101] One possible implementation involves a guidance module that, based on the user's entered activation region information, pushes an electronic activation agreement matching the activation region to the user via a terminal application. Upon receiving the user's confirmation of the electronic activation agreement, the module determines whether the activation region complies with regional compliance verification options. These options include the existence of peak-valley electricity price differences. If peak-valley electricity price differences exist in the activation region, the user's V2G activation process is confirmed to be complete.
[0102] One possible implementation, the regional compliance verification options also include whether the infrastructure for V2G functionality is provided and whether there are incentive strategies for V2G functionality.
[0103] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is further configured to: determine the user's usage pattern based on historical operating data after the user activates the V2G function; determine the vehicle's maintenance monitoring strategy based on the usage pattern; the maintenance monitoring strategy includes a trigger threshold corresponding to each maintenance parameter among multiple maintenance parameters, and a monitoring priority for each maintenance parameter; monitor whether each maintenance parameter of the vehicle reaches its corresponding monitoring threshold based on the monitoring priority; and trigger a maintenance reminder if any maintenance parameter is detected to have reached its corresponding monitoring threshold.
[0104] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is further configured to: when the usage mode is determined to be high-frequency vehicle operation, determine the monitoring priority of a first maintenance parameter based on vehicle mileage among multiple maintenance parameters as the highest priority; when the usage mode is determined to be long-term vehicle inactivity, determine the monitoring priority of a second maintenance parameter based on vehicle usage time among multiple maintenance parameters as the highest priority; and when it is determined that the vehicle has activated V2G functionality, determine the monitoring priority of a third maintenance parameter based on battery cycle count among multiple maintenance parameters as the highest priority.
[0105] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is further configured to: obtain the identification information of the vehicle whose V2G function is to be activated; determine whether the vehicle has V2G function based on the identification information; and, if the vehicle has V2G function, execute the step of guiding the user to complete the V2G function activation process through a terminal application.
[0106] In one possible implementation, the electric vehicle charging and discharging function management device provided in this application embodiment is also used to: when it is determined that the vehicle does not have V2G function, guide the user to enter the evaluation process for adding V2G function to non-V2G vehicles through a terminal application.
[0107] One possible implementation involves a guidance module that also generates an assessment report and pricing proposal for adding V2G functionality to the vehicle based on vehicle maintenance data. This assessment report and pricing proposal are then displayed to the user via a terminal application. Upon receiving confirmation of the assessment and pricing proposal from the user, a modification service order is generated and dispatched to the offline service provider.
[0108] It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.
[0109] The electric vehicle charging and discharging function management device 300 provided in this application embodiment is used to perform the above-mentioned... Figure 2 The electric vehicle charging and discharging function management method shown can therefore achieve the same effect as the electric vehicle charging and discharging function management method described above.
[0110] This application also provides a charging and discharging function management device for electric vehicles, which can execute the charging and discharging function management method and related steps of electric vehicles in the above method embodiments.
[0111] This application also provides a computer-readable storage medium storing instructions thereon, which, when executed, perform the electric vehicle charging and discharging function management method and related steps in the above method embodiments.
[0112] This application also provides a computer program product that, when run on a computer, causes the computer to execute the electric vehicle charging and discharging function management method and related steps described in the above method embodiments.
[0113] In some embodiments, the methods shown in this application can be implemented as computer program instructions encoded in a machine-readable format on a computer-readable storage medium or on other non-transitory media or articles of art.
[0114] This application also provides a charging and discharging function management system 100 for electric vehicles, such as... Figure 4 As shown, the electric vehicle's charging and discharging function management system 100 includes at least one processor 401 and at least one interface circuit 402.
[0115] As an example, when the electric vehicle's charging and discharging function management system 100 includes a processor and an interface circuit, then the processor can be... Figure 4 The processor 401 shown in the solid box (or the processor 401 shown in the dashed box) can be an interface circuit. Figure 4 The interface circuit 402 is shown in the solid box (or the dashed box). When the electric vehicle's charging and discharging function management system 100 includes two processors and two interface circuits, then the two processors include... Figure 4 The processor 401 shown in the solid box and the processor 401 shown in the dashed box, these two interface circuits include Figure 4 Interface circuit 402 is shown in both solid and dashed boxes. No limitations are imposed on this.
[0116] Processor 401 and interface circuit 402 can be interconnected via a line. For example, interface circuit 402 can be used to receive signals. Alternatively, interface circuit 402 can be used to send signals to other devices (e.g., processor 401). For instance, interface circuit 402 can read computer instructions stored in memory and send those instructions to processor 401. Processor 401 executes the instructions and, in conjunction with input / output devices, implements the various steps in the above embodiments, such as implementing... Figure 2 The methods illustrated are the steps performed in the embodiments shown. Of course, this electric vehicle charging and discharging management system may also include other discrete components, and this application embodiment does not specifically limit this.
[0117] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.
[0118] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.
[0119] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0120] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.
[0121] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to it, or all or part of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0122] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A method for managing the charging and discharging function of an electric vehicle, characterized in that, The method includes: In response to a user's V2G function activation request initiated through a terminal application, the system obtains maintenance data of the vehicle for which V2G function is to be activated; the maintenance data includes one or more of the following: vehicle status data, battery status data, and historical operating data; Based on the vehicle status data, the battery status data, and the historical operation data, determine whether the vehicle meets the conditions for activating the V2G function. If so, guide the user through the terminal application to complete the V2G function activation process; After the activation process is completed, the vehicle's V2G function is activated.
2. The method according to claim 1, characterized in that, The step of determining whether the vehicle meets the conditions for activating the V2G function based on the vehicle status data, the battery status data, and the historical operating data includes: Based on the vehicle status data, determine the vehicle's actual nominal driving range; Based on the historical operating data, the potential surplus capacity for the vehicles to participate in V2G operations is determined; If the actual nominal driving range, the remaining cycle life of the battery in the battery status data, and the potential surplus capacity meet the preset conditions, then the vehicle is determined to meet the activation conditions of the V2G function.
3. The method according to claim 2, characterized in that, The step of determining whether the vehicle meets the activation conditions for the V2G function, based on the premise that the actual nominal driving range, the remaining cycle life of the battery in the battery status data, and the potential surplus capacity meet preset conditions, includes: If the actual nominal driving range is higher than the preset capacity threshold, the remaining battery cycle life is higher than the capacity capacity threshold, and the vehicle has the potential for excess capacity, then the vehicle is determined to meet the activation conditions for the V2G function.
4. The method according to claim 1, characterized in that, The process of guiding the user to complete the V2G function activation through the terminal application includes: Based on the activation region information filled in by the user, an electronic activation agreement matching the activation region is pushed to the user through the terminal application; After receiving the user's confirmation instruction for the electronic activation agreement, it is determined whether the activation region meets the regional compliance verification options; the regional compliance verification options include whether there is a peak-valley electricity price difference; If the peak-valley electricity price difference exists in the region where the service is activated, the user is determined to complete the activation process for the V2G function.
5. The method according to claim 4, characterized in that, The regional compliance verification options also include whether the basic setup for V2G functionality is provided and whether there is an incentive strategy for V2G functionality.
6. The method according to claim 1, characterized in that, The method further includes: After the user activates the V2G function, the user's usage pattern is determined based on the historical operation data; Based on the usage pattern, a maintenance monitoring strategy for the vehicle is determined; the maintenance monitoring strategy includes a trigger threshold corresponding to each maintenance parameter among multiple maintenance parameters, and a monitoring priority for each maintenance parameter; Based on the monitoring priority, monitor whether each of the vehicle's maintenance parameters reaches the corresponding monitoring threshold; If any of the aforementioned maintenance parameters is detected to reach the corresponding monitoring threshold, a maintenance reminder will be triggered.
7. The method according to claim 6, characterized in that, The step of determining the vehicle's maintenance and monitoring strategy based on the usage pattern includes: When the usage mode is determined to be high-frequency vehicle operation, the monitoring priority of the first maintenance parameter based on vehicle mileage among multiple maintenance parameters is determined to be the highest priority. When the usage mode is determined to be long-term vehicle inactivity, the monitoring priority of the second maintenance parameter based on the vehicle usage time is determined to be the highest among multiple maintenance parameters. If it is determined that the vehicle has activated the V2G function, the monitoring priority of the third-dimensional maintenance parameter based on the number of battery cycles is determined to be the highest among multiple maintenance parameters.
8. The method according to claim 1, characterized in that, The method further includes: Obtain the identification information of the vehicle whose V2G function is to be enabled; Based on the identification information, determine whether the vehicle has V2G functionality; If it is determined that the vehicle has the V2G function, the step of guiding the user to complete the V2G function activation process through the terminal application is executed.
9. The method according to claim 8, characterized in that, The method further includes: If it is determined that the vehicle does not have the V2G function, the user is guided through the terminal application to enter the evaluation process for installing V2G on non-V2G vehicles.
10. The method according to claim 9, characterized in that, The process of guiding the user through the terminal application into the modification and evaluation process for non-V2G vehicles includes: Based on the vehicle's maintenance data, an evaluation report and a quotation plan for adding V2G functionality to the vehicle are generated; The evaluation report and the pricing proposal are displayed to the user through the terminal application. After receiving confirmation from the user regarding the evaluation plan and the pricing plan, an order for modification services is generated and dispatched to the offline service provider.
11. A charging and discharging function management device for an electric vehicle, characterized in that, The device includes: The acquisition module is used to respond to a user's V2G function activation request initiated through a terminal application and acquire the maintenance data of the vehicle whose V2G function is to be activated; the maintenance data includes one or more of the following: vehicle status data, battery status data, and historical operation data; The judgment module is used to determine whether the vehicle meets the conditions for enabling the V2G function based on the vehicle status data, the battery status data, and the historical operation data. A guidance module is used, if so, to guide the user through the terminal application to complete the activation process of the V2G function; An activation module is used to activate the vehicle's V2G function after the activation process is completed.
12. A charging and discharging function management device for an electric vehicle, characterized in that, The electric vehicle charging and discharging function management device includes a processor and a memory. The memory stores machine-executable instructions that can be executed by the processor. The processor executes the machine-executable instructions to implement the electric vehicle charging and discharging function management method according to any one of claims 1 to 10.