A method for controlling vehicle discharge and the vehicle

Abstract

This application provides a method and vehicle for controlling vehicle discharge, relating to the field of power battery technology. In this method, when the target vehicle is in a discharge state, a first minimum discharge capacity is determined based on the battery state parameters during the current time period. This matches the discharge capacity of the power battery itself, avoiding battery damage caused by discharge exceeding the battery's tolerance range. A second minimum discharge capacity is determined based on the critical discharge capacity at engine start-up in pure electric mode. The second minimum discharge capacity is higher than this critical capacity, which allows sufficient charge to be reserved for the next use of the target vehicle to ensure normal engine start-up, preventing a decrease in the vehicle's power performance due to premature engine intervention. The maximum value between the first and second minimum discharge capacities is taken as the discharge cut-off capacity. This method dynamically manages the power battery discharge process by combining battery safety and vehicle usage characteristics, achieving safe discharge control that meets the needs of the entire vehicle.

Description

Technical Field

[0001] This application relates to the field of power battery technology, and more specifically, to a method for controlling vehicle discharge and a vehicle in the field of power battery technology. Background Technology

[0002] With the development and popularization of vehicle technology, hybrid vehicles discharging into the power grid via vehicle-to-grid (V2G) charging and discharging stations has become an important application scenario for improving energy efficiency. Specifically, vehicle users can participate in the power grid's dispatching of electricity through the power batteries in hybrid vehicles, which can alleviate the power supply pressure on the grid during peak electricity consumption periods and enable vehicle users to obtain economic benefits.

[0003] In related technologies, V2G charging and discharging piles are commonly used to centrally manage the discharge process of power batteries. This involves setting a fixed discharge cutoff charge at the charging pile, and the hybrid vehicle releasing energy according to the pile's instructions. These technologies enable standardized interaction between the vehicle and the charging pile, are easy to implement and maintain, and can meet basic energy dispatching needs.

[0004] However, the discharge cutoff capacity set by V2G charging and discharging stations usually only focuses on the battery's own minimum charge protection threshold, without considering the overall vehicle usage characteristics of hybrid vehicles, which may affect the driving experience and economy of hybrid vehicles.

[0005] Therefore, there is an urgent need for a method to control vehicle discharge, accurately determine the discharge cutoff charge, intelligently control the discharge process of hybrid vehicles, and improve driving experience and economy. Summary of the Invention

[0006] This application provides a method and a vehicle for controlling vehicle discharge. The method can accurately determine the discharge cutoff charge of the power battery and intelligently control the discharge process of the hybrid vehicle.

[0007] In a first aspect, a method for controlling vehicle discharge is provided. The method includes: when a target vehicle is in a target discharge state, determining a first minimum discharge capacity of the power battery based on the state parameters of the power battery in the target vehicle during the current time period, the target discharge state being used to instruct the target vehicle to discharge to the power grid through a charging and discharging device, the first minimum discharge capacity being related to the discharge capacity of the power battery itself; determining a second minimum discharge capacity of the power battery based on a first preset capacity, the first preset capacity being the critical capacity of the power battery when the engine in the target vehicle starts in pure electric mode, the second minimum discharge capacity being greater than the first preset capacity; determining the maximum value of the first minimum discharge capacity and the second minimum discharge capacity as the discharge cutoff capacity of the power battery, and controlling the target vehicle to stop discharging when the current remaining capacity of the power battery is less than the discharge cutoff capacity.

[0008] In the above technical solution, when the target vehicle is discharging to the power grid through the charging and discharging device, a first minimum discharge capacity is determined based on the state parameters of the power battery in the current time period. This matches the discharge capacity of the power battery itself, avoiding battery damage caused by exceeding the range that the power battery can withstand. This solves the problem of battery damage caused by the charging and discharging device not taking into account the characteristics of the battery itself. A second minimum discharge capacity is determined based on the critical discharge capacity when the engine starts in pure electric mode. This second minimum discharge capacity is higher than this critical discharge capacity, which can reserve sufficient power to ensure normal engine start-up when the target vehicle is used again, avoiding a decrease in the power performance and an increase in fuel consumption caused by premature engine intervention. Furthermore, the maximum value of the first minimum discharge capacity and the second minimum discharge capacity is taken as the discharge cut-off capacity. This can dynamically control the discharge process of the power battery by combining battery safety and vehicle usage characteristics, solving the problem of poor driving experience and insufficient power performance caused by the failure to consider the usage characteristics of the target vehicle in hybrid mode in the prior art, so as to achieve safe discharge control that meets the needs of the entire vehicle.

[0009] In conjunction with the first aspect, in some possible implementations, the state parameters include electrical operating parameters and the current temperature. Based on the state parameters of the power battery in the target vehicle during the current time period, determining the first minimum discharge capacity of the power battery includes: determining the average discharge power of the power battery during the current time period based on the electrical operating parameters; determining multiple first continuous discharge powers based on the current minimum temperature, maximum temperature, and a first mapping relationship of the power battery, wherein the first continuous discharge power is the minimum continuous discharge power that the power battery can withstand with a corresponding remaining charge, and the first mapping relationship is used to indicate the allowable continuous discharge power of the power battery with a corresponding remaining charge and a corresponding temperature; comparing the average discharge power with each of the first continuous discharge powers in descending order of remaining charge, and determining the remaining charge corresponding to the first continuous discharge power that is less than or equal to the average discharge power as the first minimum discharge capacity.

[0010] In the above technical solution, the average discharge power of the power battery within the current time period is determined based on electrical operating parameters. This captures actual discharge demand, solves the problem of unreasonable discharge that is prone to occur, and provides a realistic reference for determining the subsequent first minimum discharge capacity. Based on the current minimum and maximum temperatures of the power battery and the first mapping relationship, the minimum continuous discharge power that the power battery can withstand under different remaining capacities is determined. This clarifies the battery's discharge tolerance capacity corresponding to each remaining capacity, avoiding discharge overload caused by not considering temperature. Furthermore, according to the remaining capacity in descending order, the average discharge power is compared with each first continuous discharge power, and the remaining capacity that meets the requirements is selected as the first minimum discharge capacity. This ensures that the first minimum discharge capacity can both meet the discharge demand and protect the power battery, effectively solving the problems of damage and unreasonable discharge caused by the failure to consider the actual state of the power battery in existing control methods, and improving the accuracy and safety of discharge control.

[0011] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the electrical operating parameters include voltage and current. Based on the electrical operating parameters, determining the average discharge power of the power battery in the current time period includes: determining multiple discharge powers of the power battery based on each voltage and corresponding current of the power battery in the current time period, and determining the average value of the multiple discharge powers to obtain a candidate discharge power; determining the discharge power difference between the average discharge power of the power battery in the previous time period and the candidate discharge power; and if the discharge power difference is greater than a preset discharge power, determining the average discharge power in the current time period as the candidate discharge power.

[0012] In the above technical solution, multiple discharge powers of the power battery are determined and averaged to obtain a candidate discharge power. This can capture the current actual discharge intensity of the power battery and solve the problem that a single discharge power cannot truly reflect the discharge state. Determining the discharge power difference between the average discharge power of the previous period and the candidate discharge power can promptly capture sudden changes in discharge power and avoid deviations in the candidate discharge power due to power fluctuations. When the discharge power difference is greater than the preset discharge power, the average discharge power of the current period is determined as the candidate discharge power. This effectively avoids the determination error caused by power sudden changes, ensures that the average discharge power matches the actual discharge requirements, solves the power fluctuation problem of a single discharge power, improves the accuracy of average discharge power determination, and provides a reliable basis for subsequent discharge control.

[0013] Combining the first aspect and the above implementation methods, in some possible implementation methods, based on the current minimum temperature, maximum temperature and first mapping relationship of the power battery, multiple first continuous discharge powers are determined, including: based on the minimum temperature and the maximum temperature, performing linear interpolation on the first mapping relationship to determine multiple second continuous discharge powers and multiple third continuous discharge powers, wherein the second continuous discharge power is the minimum continuous discharge power that the power battery can withstand at the minimum temperature with the corresponding remaining charge, and the third continuous discharge power is the minimum continuous discharge power that the power battery can withstand at the maximum temperature with the corresponding remaining charge; and based on the minimum discharge power at the corresponding position among the multiple second continuous discharge powers and the multiple third continuous discharge powers, integrating the multiple second continuous discharge powers and the multiple third continuous discharge powers to obtain the multiple first continuous discharge powers.

[0014] In the above technical solution, the first mapping relationship is linearly interpolated based on the current lowest and highest temperatures of the power battery. This captures the difference in continuous discharge power at different temperatures, solves the problem of discharge power adaptation caused by temperature changes, and ensures that the second and third continuous discharge powers closely match the actual temperature scenarios, avoiding power judgment deviations caused by temperature differences. Furthermore, the second and third continuous discharge powers at corresponding positions are integrated, and the minimum discharge power of the two is taken as the first continuous discharge power. This not only takes into account the battery's tolerance at different temperatures and selects the safest continuous discharge power, but also avoids the limitations of power judgment under a single temperature, solving the inaccuracy problem caused by existing technologies that determine continuous discharge power only based on a fixed temperature, and improving the accuracy of determining the first continuous discharge power.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the second minimum discharge capacity of the power battery based on the first preset capacity includes: determining the safe reserve capacity of the power battery based on the current driving scenario parameters and the state parameters of the power battery in the current time period; and determining the sum of the first preset capacity and the safe reserve capacity as the second minimum discharge capacity.

[0016] In the above technical solution, based on the current driving scenario parameters and the current state parameters of the power battery, the safe reserve capacity adapted to the current discharge scenario can be accurately determined. This avoids hindering the normal use of the target vehicle due to excessively low remaining capacity after discharge, while also taking into account the power battery's own tolerance. The sum of the first preset capacity and the safe reserve capacity is determined as the second minimum discharge capacity, thus obtaining a reasonable second minimum discharge capacity. This ensures that the power battery is not over-discharged while meeting the normal driving needs of the target vehicle, allowing vehicle users to maximize economic benefits while balancing battery protection and the user experience of the target vehicle.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, the current driving scenario parameters include the driver's driving style parameters and remaining driving range, and the state parameters include the current temperature and current health status. Based on the current driving scenario parameters and the state parameters of the power battery in the current time period, the safe reserve capacity of the power battery is determined, including: determining the initial safe reserve capacity and the corresponding safe reserve capacity range based on the current temperature; determining a first correction coefficient, a second correction coefficient, and a third correction coefficient based on the current health status, the driving style parameters, and the remaining driving range, where the first correction coefficient reflects the degree of influence of the current health status of the power battery on the capacity margin, the second correction coefficient reflects the degree of driving intensity, and the third correction coefficient reflects the remaining driving range; correcting the initial safe reserve capacity based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain the corrected safe reserve capacity; and determining the corrected safe reserve capacity as the corrected safe reserve capacity when the corrected safe reserve capacity is within the safe reserve capacity range.

[0018] In the above technical solution, the initial safe reserve capacity and its corresponding range are determined based on the current temperature of the power battery. This provides a base capacity and range that are temperature-appropriate, preventing battery damage caused by insufficient capacity reserve at low or high temperatures. Furthermore, the initial safe reserve capacity is corrected based on three correction coefficients determined by the power battery's health, the driver's driving style parameters, and remaining driving range. This quantifies the impact of battery status, driving intensity, and driving demands on the capacity margin, compensating for the shortcomings of fixed reserve capacity that do not align with actual vehicle usage. After obtaining the corrected safe reserve capacity, and while the corrected safe reserve capacity is still within the safe reserve capacity range, it is determined as the corrected safe reserve capacity. This constrains the safe reserve capacity within a reasonable range, ensuring that it simultaneously adapts to battery performance and vehicle usage needs, significantly improving the accuracy of safe reserve capacity determination.

[0019] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining a first correction coefficient, a second correction coefficient, and a third correction coefficient based on the current health status, the driving style parameter, and the remaining driving mileage includes: determining the health status difference between a preset health status and the current health status, and determining the ratio between the health status difference and the preset health status to obtain the degradation coefficient of the power battery in terms of health status; and determining the first correction coefficient by summing the degradation coefficient and the preset coefficient, wherein the preset health status is used to indicate that the battery capacity of the power battery has not degraded; determining the second correction coefficient based on the driving style indicated by the driving style parameter; determining the product between the remaining driving mileage and a first gain coefficient to obtain a first margin coefficient related to the remaining driving mileage, and determining the third correction coefficient by summing the first margin coefficient and the preset coefficient, wherein the first gain coefficient is the gain coefficient of the energy margin corresponding to a unit of remaining driving mileage, and the first margin coefficient is used to reflect the degree of influence of the remaining driving mileage on the required energy margin.

[0020] The above technical solution provides different methods for determining correction coefficients for various influencing factors, such as the health of the power battery, the driver's driving style parameters, and the remaining driving range. For the power battery health, the difference between the preset health level and the current health level is determined, and the ratio between this difference and the preset health level is calculated to obtain the battery's health degradation coefficient. The sum of this degradation coefficient and the preset coefficient is then used as the first correction coefficient. This reflects the impact of battery degradation on the remaining capacity margin, addressing the problem of insufficient remaining capacity due to neglecting battery aging. For driving style parameters, a second correction coefficient is directly determined based on these parameters. This quantifies the impact of driving intensity on power demand, avoiding discrepancies between fixed coefficients and actual driving conditions. For the remaining driving range, the product of the remaining driving range and the first gain coefficient is determined to obtain a first margin coefficient related to the remaining driving range. The sum of this first margin coefficient and the preset coefficient is then used as the third correction coefficient. This reflects the degree of remaining capacity demand based on the remaining driving range. All three correction coefficients are dynamically determined based on actual parameters rather than fixed values, significantly improving accuracy and providing a precise basis for safely reserving power.

[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the initial safety reserve power is corrected based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain the corrected safety reserve power, including: determining the product of the first correction coefficient, the second correction coefficient, and the third correction coefficient as the total correction coefficient, and determining the product of the initial safety reserve power and the total correction coefficient as the corrected safety reserve power; or, determining the largest correction coefficient among the first correction coefficient, the second correction coefficient, and the third correction coefficient, and determining the product of the initial safety reserve power and the largest correction coefficient as the corrected safety reserve power.

[0022] In the above technical solution, the three correction coefficients are multiplied to obtain the total correction coefficient, which is then multiplied by the initial safety reserve to obtain the corrected safety reserve. This comprehensively incorporates the effects of health status, driving style parameters, and remaining driving mileage, ensuring that the safety reserve fully adapts to multiple influencing factors and solves the problem of incompleteness when correcting for a single factor. Alternatively, the maximum value among the three correction coefficients can be selected to correct the initial safety reserve, ensuring battery safety under the most stringent constraints. Both correction methods can adapt to different discharge scenarios, effectively addressing the shortcomings of related technologies where the safety reserve does not comprehensively consider multiple influencing factors and has an unreasonable battery margin.

[0023] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method for determining that the target vehicle is in the target discharge state includes: determining whether the power battery and the charging and discharging device are connected; if the power battery and the charging and discharging device are connected, determining whether the actual current of the power battery is greater than a preset current; if the actual current is greater than the preset current and the duration is greater than the preset duration, determining that the target vehicle is in the target discharge state.

[0024] In the above technical solution, determining whether the power battery is connected to the charging / discharging device eliminates non-discharging scenarios such as when the charging / discharging gun is not plugged in. Detecting whether the actual current of the power battery is greater than the preset current can distinguish between standby low current and actual discharge high current, solving the false triggering problem that can occur if connection determination is relied upon alone. Furthermore, the target vehicle is determined to be in the target discharge state only when the duration of the above situation exceeds the preset duration. This can filter out the interference of instantaneous current fluctuations and avoid misjudgment of the state caused by short-term impacts. The above three-level condition verification can comprehensively improve the accuracy of target discharge state identification, avoid the problem of discharge control logic disorder caused by simple determination, and ensure the reliable start of subsequent discharge control processes.

[0025] Secondly, a device for controlling vehicle discharge is provided. The device includes: a determining module, configured to: determine a first minimum discharge capacity of the power battery based on the state parameters of the power battery in the target vehicle during the current time period when the target vehicle is in a target discharge state, the target discharge state being used to instruct the target vehicle to discharge to the power grid through a charging and discharging device, the first minimum discharge capacity being related to the discharge capacity of the power battery itself; determine a second minimum discharge capacity of the power battery based on a first preset capacity, the first preset capacity being the critical capacity of the power battery when the engine in the target vehicle starts in pure electric mode, the second minimum discharge capacity being greater than the first preset capacity; and a control module, configured to determine the maximum value of the first minimum discharge capacity and the second minimum discharge capacity as the discharge cutoff capacity of the power battery, and control the target vehicle to stop discharging when the current remaining capacity of the power battery is less than the discharge cutoff capacity.

[0026] In conjunction with the second aspect, in some possible implementations, the state parameter includes electrical operating parameters and the current temperature. The determining module is specifically used for: determining the average discharge power of the power battery in the current time period based on the electrical operating parameters; determining multiple first continuous discharge powers based on the current minimum temperature, maximum temperature, and a first mapping relationship of the power battery, wherein the first continuous discharge power is the minimum continuous discharge power that the power battery can withstand under the corresponding remaining charge, and the first mapping relationship is used to indicate the allowable continuous discharge power of the power battery under the corresponding remaining charge and the corresponding temperature; comparing the average discharge power with each of the first continuous discharge powers in descending order of remaining charge, and determining the remaining charge corresponding to the first continuous discharge power that is less than or equal to the average discharge power as the first minimum discharge charge.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the electrical operating parameters include voltage and current. The determining module is further configured to: determine multiple discharge powers of the power battery based on the various voltages and corresponding currents of the power battery in the current time period, and determine the average value of the multiple discharge powers to obtain a candidate discharge power; determine the discharge power difference between the average discharge power of the power battery in the previous time period and the candidate discharge power; and if the discharge power difference is greater than the preset discharge power, determine the average discharge power in the current time period as the candidate discharge power.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: perform linear interpolation on the first mapping relationship based on the lowest temperature and the highest temperature to determine a plurality of second continuous discharge powers and a plurality of third continuous discharge powers, wherein the second continuous discharge power is the lowest continuous discharge power that the power battery can withstand at the lowest temperature with the corresponding remaining charge, and the third continuous discharge power is the lowest continuous discharge power that the power battery can withstand at the highest temperature with the corresponding remaining charge; and integrate the plurality of second continuous discharge powers and the plurality of third continuous discharge powers based on the minimum discharge power at the corresponding position among the plurality of second continuous discharge powers and the plurality of third continuous discharge powers to obtain the plurality of first continuous discharge powers.

[0029] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to: determine the safe reserved power capacity of the power battery based on the current driving scenario parameters and the state parameters of the power battery in the current time period; and determine the sum of the first preset power capacity and the safe reserved power capacity as the second minimum discharge capacity.

[0030] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the current driving scenario parameters include the driver's driving style parameters and remaining driving mileage, and the state parameters include the current temperature and the current battery health status. Specifically, the determining module is further configured to: determine the initial safe reserve battery capacity and the corresponding safe reserve battery capacity range based on the current temperature; determine a first correction coefficient, a second correction coefficient, and a third correction coefficient based on the current battery health status, the driving style parameters, and the remaining driving mileage, wherein the first correction coefficient reflects the degree of influence of the current battery health status on the battery capacity margin, the second correction coefficient reflects the degree of driving intensity, and the third correction coefficient reflects the remaining driving mileage; correct the initial safe reserve battery capacity based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain a corrected safe reserve battery capacity; and determine the corrected safe reserve battery capacity as the corrected safe reserve battery capacity if the corrected safe reserve battery capacity falls within the safe reserve battery capacity range.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine the health difference between the preset health level and the current health level, and determine the ratio between the health difference and the preset health level to obtain the attenuation coefficient of the power battery in terms of health level, and determine the sum of the attenuation coefficient and the preset coefficient as the first correction coefficient, wherein the preset health level is used to indicate that the battery capacity of the power battery has no attenuation; determine the second correction coefficient based on the driving style indicated by the driving style parameter; determine the product between the remaining driving mileage and the first gain coefficient to obtain the first margin coefficient related to the remaining driving mileage, and determine the sum of the first margin coefficient and the preset coefficient as the third correction coefficient, wherein the first gain coefficient is the gain coefficient of the energy margin corresponding to the unit remaining driving mileage, and the first margin coefficient is used to reflect the degree of influence of the remaining driving mileage on the required energy margin.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine the product of the first correction coefficient, the second correction coefficient and the third correction coefficient as the total correction coefficient, and determine the product of the initial safety reserve power and the total correction coefficient as the corrected safety reserve power; or, determine the maximum correction coefficient among the first correction coefficient, the second correction coefficient and the third correction coefficient, and determine the product of the initial safety reserve power and the maximum correction coefficient as the corrected safety reserve power.

[0033] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to: determine whether the power battery and the charging and discharging device are in a connected state; when the power battery and the charging and discharging device are in a connected state, determine whether the actual current of the power battery is greater than the preset current; when the actual current is greater than the preset current and the duration is greater than the preset duration, determine that the target vehicle is in the target discharge state.

[0034] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of a scenario for controlling vehicle discharge provided in an embodiment of this application; Figure 2 This is a schematic flowchart illustrating a method for controlling vehicle discharge provided in an embodiment of this application; Figure 3 This is a schematic diagram illustrating the determination of multiple correction coefficients provided in an embodiment of this application; Figure 4 This is a schematic diagram of a device for controlling vehicle discharge provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a controller provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0038] Currently, hybrid vehicles discharging electricity into the power grid via charging and discharging stations has become an important application scenario for improving energy efficiency. Specifically, vehicle users can participate in the power grid's dispatching of electricity through the power batteries in hybrid vehicles, which can alleviate the power supply pressure on the grid during peak electricity consumption periods and enable vehicle users to obtain economic benefits. Figure 1 This is a schematic diagram illustrating a scenario for controlling vehicle discharge, as provided in an embodiment of this application. Specifically, as... Figure 1 As shown, the hybrid vehicle's battery is connected to a Vehicle-to-Grid (V2G) charging station, which in turn is connected to the power grid. During periods of low grid load, the hybrid vehicle can be charged systematically to meet its own electricity needs. During peak electricity demand periods, the battery can feed power back to the grid via the V2G charging station, alleviating grid pressure and generating economic benefits.

[0039] In related technologies, charging and discharging devices (such as the aforementioned V2G charging and discharging piles) are commonly used to centrally control the discharge process of the power battery. That is, a fixed discharge cutoff charge is set at the charging pile, and the hybrid vehicle releases energy according to the instructions from the charging pile. These technologies enable standardized interaction between the vehicle and the charging pile, are easy to implement and maintain uniformly, and can meet basic energy dispatching needs.

[0040] However, V2G charging and discharging stations typically only consider the battery's minimum charge protection threshold when setting the discharge cutoff level, neglecting the overall vehicle characteristics of hybrid vehicles. This may negatively impact the driving experience and fuel economy. For example, a very low discharge cutoff level, lower than the engine's start-up charge, can lead to premature engine intervention when the hybrid vehicle is used again after the battery discharge has ceased, resulting in decreased power performance and increased fuel consumption. The decreased power performance is due to a slight jerkiness during engine engagement, the engine's torque response being much slower than that of the electric motor, and the vehicle controller's active limitation of power output to conserve battery power. Increased fuel consumption is because the engine not only drives the hybrid vehicle but also recharges the battery. The start-up charge level refers to the critical charge level of the battery when the engine starts in pure electric mode.

[0041] To address the aforementioned technical problems, this application proposes a method for controlling vehicle discharge, which accurately determines the discharge cutoff charge of the power battery and intelligently controls the discharge process of the hybrid vehicle. Specific implementation steps are as follows. Figure 2 .

[0042] Figure 2 This is a schematic flowchart illustrating a method for controlling vehicle discharge provided in an embodiment of this application.

[0043] It should be understood that the method for controlling vehicle discharge provided in this application embodiment can be applied to, for example... Figure 1 The vehicle shown is an example of a method for controlling vehicle discharge that can be applied to the vehicle's overall controller.

[0044] For example, such as Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0045] Step 201: When the target vehicle is in the target discharge state, the first minimum discharge capacity of the power battery is determined based on the state parameters of the power battery in the target vehicle in the current time period. The target discharge state is used to instruct the target vehicle to discharge to the grid through the charging and discharging device. The first minimum discharge capacity is related to the discharge capacity of the power battery itself.

[0046] It should be understood that in step 201 above, the target vehicle is specifically a hybrid vehicle. The target discharge state specifically refers to the state in which the target vehicle releases electrical energy from its own power battery to the power grid through a charging and discharging device; that is, the target discharge state is used to indicate that the target vehicle discharges to the power grid through the charging and discharging device. Optionally, the charging and discharging device is a V2G charging and discharging station.

[0047] It should also be understood that in step 201 above, the state parameters of the power battery during the current time period are used to reflect the working state of the power battery during the current time period during the discharge process, and are used to represent the current actual performance and safety tolerance of the power battery. These state parameters include electrical operating parameters and the current temperature. The electrical operating parameters may include voltage, current, and continuous discharge power, reflecting the real-time power output state of the power battery. The current temperature includes the highest and lowest temperatures of the power battery, representing the temperatures of the hottest and coldest locations inside the power battery, respectively. This is because the power battery consists of multiple individual cells, and during operation, the internal resistance, charging and discharging consistency, heat dissipation conditions, location, and current distribution of the different individual cells vary. Consequently, the heat generation rate and heat dissipation efficiency of the multiple individual cells differ, therefore, a highest temperature and a lowest temperature exist simultaneously, both of which together reflect the overall thermal state of the power battery.

[0048] It should also be noted that the first minimum discharge capacity in step 201 above refers to the minimum allowable remaining capacity determined by combining the real-time state parameters of the power battery itself, ensuring safe battery discharge without over-discharge damage. The first minimum discharge capacity reflects the lower limit of discharge that the power battery can withstand based on its own electrical performance and temperature conditions. It is a core capacity threshold to ensure the safety of the battery itself, avoiding capacity degradation, reduced lifespan, or safety risks caused by over-discharge.

[0049] In one possible implementation, the method for determining whether the target vehicle is in a target discharge state in step 201 includes: determining whether the power battery and the charging and discharging device are connected; if the power battery and the charging and discharging device are connected, determining whether the actual current of the power battery is greater than a preset current; if the actual current is greater than the preset current and the duration is greater than the preset duration, determining that the target vehicle is in the target discharge state.

[0050] It should be understood that in the above scheme, whether the actual current of the power battery is greater than the preset current is used to indicate that the current direction is from the target vehicle to the charging / discharging device, reflecting the release of electrical energy from the power battery. The aforementioned duration refers to the continuous cumulative duration when the power battery and the charging / discharging device are connected and the actual current of the power battery is greater than the preset current. Furthermore, the above scheme, by combining the connection status between the power battery and the charging / discharging device with the current direction, can avoid misjudging that the power battery is in a charging state.

[0051] It should be noted that the connection between the power battery and the charging / discharging device can be detected using visual sensors (such as surround-view cameras) installed on the target vehicle. The actual current of the power battery can be detected through the current sampling circuit (including Hall effect sensors) built into the battery management system, thereby determining whether the actual current exceeds the preset current.

[0052] In the above technical solution, determining whether the battery management system and the charging / discharging device are connected eliminates non-discharging scenarios such as when the charging / discharging gun is not plugged in. Detecting whether the actual current of the power battery is greater than the preset current distinguishes between low standby current and high actual discharge current, resolving the false triggering problem that can occur if connection determination is relied upon alone. Furthermore, the target vehicle is only determined to be in the target discharge state when the duration of the above condition exceeds the preset duration. This filters out interference from instantaneous current fluctuations, avoiding misjudgments of the state caused by brief impacts. The above three-level condition verification comprehensively improves the accuracy of target discharge state identification, avoids the problem of discharge control logic disorder caused by simple determination, and ensures the reliable initiation of subsequent discharge control processes.

[0053] Optionally, the preset duration is 60 seconds.

[0054] The following is a detailed description of "determining the first minimum discharge capacity of the power battery based on the state parameters of the power battery in the target vehicle during the current time period".

[0055] In one possible implementation, the state parameters include electrical operating parameters and the current temperature. Step 201, determining the first minimum discharge capacity of the power battery based on the state parameters of the power battery in the target vehicle during the current time period, includes: determining the average discharge power of the power battery during the current time period based on the electrical operating parameters; determining multiple first continuous discharge powers based on the current minimum temperature, maximum temperature, and a first mapping relationship of the power battery, wherein the first continuous discharge power is the minimum continuous discharge power that the power battery can withstand under the corresponding remaining capacity, and the first mapping relationship is used to indicate the allowable continuous discharge power of the power battery under the corresponding remaining capacity and the corresponding temperature; comparing the average discharge power with each of the first continuous discharge powers in descending order of remaining capacity, and determining the remaining capacity corresponding to the first continuous discharge power that is less than or equal to the average discharge power as the first minimum discharge capacity.

[0056] It should be understood that in the above scheme, the current time period refers to a historical time period based on the current moment, optionally 60 seconds. The electrical operating parameters of the power battery within the current time period are specifically the electrical operating parameters at preset sampling intervals within the current time period. For example, if the current time period is 60 seconds and the preset sampling interval is 6.67 seconds, 10 sets of electrical operating parameters can be collected, each set including the current and voltage of the power battery. Furthermore, the first mapping relationship is pre-set and directly retrieved during use. This first mapping relationship takes the remaining charge and temperature of the power battery as input and outputs the corresponding allowable continuous discharge power. However, under normal circumstances, the amount of data in this first mapping relationship is limited.

[0057] It should also be understood that the aforementioned first minimum discharge capacity refers to the minimum remaining capacity that the power battery is allowed to discharge to when it continuously discharges to the grid at the average discharge power. Specifically, it involves iterating through the remaining capacity from high to low, comparing the average discharge power with the first continuous discharge power allowed by the power battery for each remaining capacity, and finding the first minimum remaining capacity corresponding to the condition that the average discharge power is not greater than the first continuous discharge power. If the remaining capacity is lower than this minimum, the power battery cannot continue to carry the current discharge power.

[0058] In the above technical solution, the average discharge power of the power battery within the current time period is determined based on electrical operating parameters. This captures actual discharge demand, solves the problem of unreasonable discharge that is prone to occur, and provides a realistic reference for determining the subsequent first minimum discharge capacity. Based on the current minimum and maximum temperatures of the power battery and the first mapping relationship, the minimum continuous discharge power that the power battery can withstand under different remaining capacities is determined. This clarifies the battery's discharge tolerance capacity corresponding to each remaining capacity, avoiding discharge overload caused by not considering temperature. Furthermore, according to the remaining capacity in descending order, the average discharge power is compared with each first continuous discharge power, and the remaining capacity that meets the requirements is selected as the first minimum discharge capacity. This ensures that the first minimum discharge capacity can both meet the discharge demand and protect the power battery, effectively solving the problems of damage and unreasonable discharge caused by the failure to consider the actual state of the power battery in existing control methods, and improving the accuracy and safety of discharge control.

[0059] In one possible implementation, the electrical operating parameters include voltage and current. Based on these electrical operating parameters, determining the average discharge power of the power battery in the current time period includes: determining multiple discharge powers of the power battery based on each voltage and corresponding current of the power battery in the current time period, and determining the average value of the multiple discharge powers to obtain a candidate discharge power; determining the discharge power difference between the average discharge power of the power battery in the previous time period and the candidate discharge power; and if the discharge power difference is greater than a preset discharge power, determining the average discharge power in the current time period as the candidate discharge power.

[0060] It should be understood that in the above scheme, the average discharge power of the power battery in the previous period is also determined by the various voltages and corresponding currents of the power battery in the previous period, which will not be elaborated here.

[0061] It should also be understood that in the above scheme, when the difference in discharge power is greater than the preset discharge power, the average discharge power in the current period is determined as the candidate discharge power in order to update the average discharge power of the power battery during the discharge process. That is, the normal fluctuation power value is allowed to update the average discharge power in the previous period.

[0062] In the above technical solution, multiple discharge powers of the power battery are determined and averaged to obtain a candidate discharge power. This can capture the current actual discharge intensity of the power battery and solve the problem that a single discharge power cannot truly reflect the discharge state. Determining the discharge power difference between the average discharge power of the previous period and the candidate discharge power can promptly capture sudden changes in discharge power and avoid deviations in the candidate discharge power due to power fluctuations. When the discharge power difference is greater than the preset discharge power, the average discharge power of the current period is determined as the candidate discharge power. This effectively avoids the determination error caused by power sudden changes, ensures that the average discharge power matches the actual discharge requirements, solves the power fluctuation problem of a single discharge power, improves the accuracy of average discharge power determination, and provides a reliable basis for subsequent discharge control.

[0063] In some embodiments, determining multiple discharge powers of the power battery based on each voltage and corresponding current of the power battery in the current time period includes: determining the product between each voltage and corresponding current to obtain the multiple discharge powers.

[0064] In some embodiments, after determining the discharge power difference between the average discharge power of the power battery in the previous period and the candidate discharge power, method 200 further includes: if the discharge power difference is less than or equal to a preset discharge power, determining the average discharge power in the current period as the average discharge power of the power battery in the previous period.

[0065] In one possible implementation, based on the current minimum temperature, maximum temperature, and a first mapping relationship of the power battery, a plurality of first continuous discharge powers are determined, including: performing linear interpolation on the first mapping relationship based on the minimum temperature and the maximum temperature to determine a plurality of second continuous discharge powers and a plurality of third continuous discharge powers, wherein the second continuous discharge power is the minimum continuous discharge power that the power battery can withstand at the minimum temperature with the corresponding remaining charge, and the third continuous discharge power is the minimum continuous discharge power that the power battery can withstand at the maximum temperature with the corresponding remaining charge; and integrating the plurality of second continuous discharge powers and the plurality of third continuous discharge powers based on the minimum discharge power at the corresponding position among the plurality of second continuous discharge powers and the plurality of third continuous discharge powers to obtain the plurality of first continuous discharge powers.

[0066] It should be understood that in the above scheme, the amount of data in the first mapping relationship is limited and cannot cover all remaining power and the allowable continuous discharge power at all temperatures. Therefore, linear interpolation of the first mapping relationship is required to meet the needs of the above actual discharge scenario.

[0067] It should also be understood that, in the above scheme, determining the multiple first continuous discharge powers based on the minimum discharge power at the corresponding position among the two branches' continuous discharge powers (multiple second continuous discharge powers and multiple third continuous discharge powers) can be regarded as selecting the most conservative and safest discharge power at the corresponding position among the two branches' continuous discharge powers.

[0068] In the above technical solution, the first mapping relationship is linearly interpolated based on the current lowest and highest temperatures of the power battery. This captures the difference in continuous discharge power at different temperatures, solves the problem of discharge power adaptation caused by temperature changes, and ensures that the second and third continuous discharge powers closely match the actual temperature scenarios, avoiding power judgment deviations caused by temperature differences. Furthermore, the second and third continuous discharge powers at corresponding positions are integrated, and the minimum discharge power of the two is taken as the first continuous discharge power. This not only takes into account the battery's tolerance at different temperatures and selects the safest continuous discharge power, but also avoids the limitations of power judgment under a single temperature, solving the inaccuracy problem caused by existing technologies that determine continuous discharge power only based on a fixed temperature, and improving the accuracy of determining the first continuous discharge power.

[0069] For example, a simplified version of the first mapping relationship is given in Table 1 below, and the process of determining multiple first continuous discharge powers is described using the lowest temperature of 10 degrees and the highest temperature of 35 degrees as an example.

[0070] Table 1

[0071] Table 1 shows that there is no continuous discharge power corresponding to a minimum temperature of 10 degrees and a maximum temperature of 35 degrees, so linear interpolation of the first mapping relationship is required.

[0072] For a minimum temperature of 10 degrees Celsius, which falls between 0 and 25 degrees Celsius in Table 1, an interpolation is performed on the remaining power SOC for each column. This yields the following results: when the remaining power SOC is 90%, it corresponds to 38 kW; when the remaining power SOC is 70%, it corresponds to 33 kW; when the remaining power SOC is 50%, it corresponds to 28 kW; when the remaining power SOC is 30%, it corresponds to 23 kW; and when the remaining power SOC is 10%, it corresponds to 16 kW. Thus, the multiple second continuous discharge powers are [38, 33, 28, 23, 16] kW.

[0073] For a minimum temperature of 35 degrees Celsius, which falls between 25 and 40 degrees Celsius in Table 1, an interpolation is performed on the remaining charge (SOC) in each column to obtain multiple third continuous discharge powers of [46.67, 41.67, 36.67, 31.67, 21.67] kilowatts.

[0074] Therefore, by integrating the multiple second continuous discharge powers [38, 33, 28, 23, 16] and the multiple third continuous discharge powers [46.67, 41.67, 36.67, 31.67, 21.67], we can obtain multiple first continuous discharge powers of [38, 33, 28, 23, 16] kilowatts.

[0075] If the average discharge power during the current period is 27 kW, the average discharge power is compared with each first continuous discharge power in order of remaining charge from 90% to 10%. The remaining charge of 30%, corresponding to the first continuous discharge power of 23 kW which is less than or equal to the average discharge power, is determined as the first minimum discharge charge. It should be understood that the first continuous discharge power of 16 kW when the remaining charge is 10% is not the first condition to be met; therefore, 10% remaining charge is not the first minimum discharge charge.

[0076] Step 202: Based on the first preset charge level, determine the second minimum discharge charge level of the power battery. The first preset charge level is the critical charge level of the power battery when the engine of the target vehicle starts in pure electric mode. The second minimum discharge charge level is greater than the first preset charge level.

[0077] It should be understood that in step 202 above, the second minimum discharge capacity refers to the minimum available power threshold determined based on the overall vehicle driving performance requirements (vehicle usage characteristics) of the target vehicle. It is formed by reserving a certain amount of safety reserve power (e.g., 10%) based on the starting power required to automatically start the engine during pure electric mode driving (i.e., the first preset power). The second minimum discharge capacity is used to ensure that after the power battery discharges, the target vehicle still has sufficient power to maintain the pure electric drive range, avoiding premature engine intervention due to insufficient remaining power when using the hybrid vehicle next time, which would lead to a decrease in the target vehicle's power performance and an increase in fuel consumption.

[0078] It should also be understood that, in the following example, hybrid vehicle A is in pure electric mode. The vehicle controller automatically starts the engine when the remaining charge of the power battery drops to 20%. This remaining charge of 20% is the first preset charge level mentioned above. This first preset charge level is the critical charge level of the power battery that triggers engine start in pure electric mode, and it is a key charge threshold that distinguishes pure electric drive from hybrid drive.

[0079] In one possible implementation, step 202, determining the second minimum discharge capacity of the power battery based on the first preset capacity, includes: determining the safe reserve capacity of the power battery based on the current driving scenario parameters and the state parameters of the power battery in the current time period; and determining the sum of the first preset capacity and the safe reserve capacity as the second minimum discharge capacity.

[0080] It should be understood that the aforementioned safety reserve charge refers to the additional charge reserved beyond the critical charge level of the power battery when the engine starts. This reserve reflects the safety charge margin required for the next use of the target vehicle after the power battery discharges. This ensures that the target vehicle still has sufficient charge to maintain pure electric drive after the discharge ends, and can then switch to engine-start operation (such as driving the target vehicle in hybrid mode).

[0081] In the above technical solution, based on the current driving scenario parameters and the current state parameters of the power battery, the safe reserve capacity adapted to the current discharge scenario can be accurately determined. This avoids hindering the normal use of the target vehicle due to excessively low remaining capacity after discharge, while also taking into account the power battery's own tolerance. The sum of the first preset capacity and the safe reserve capacity is determined as the second minimum discharge capacity, thus obtaining a reasonable second minimum discharge capacity. This ensures that the power battery is not over-discharged while meeting the normal driving needs of the target vehicle, allowing vehicle users to maximize economic benefits while balancing battery protection and the user experience of the target vehicle.

[0082] In some embodiments, the safety reserve capacity of the power battery is determined as a second preset capacity, which is 10%.

[0083] It should be understood that the above provides another way to determine the safe reserve power, namely, the method is given directly.

[0084] In one possible implementation, the current driving scenario parameters include the driver's driving style parameters and remaining driving range, and the state parameters include the current temperature and current battery health. Based on the current driving scenario parameters and the state parameters of the power battery in the current time period, the safe reserve capacity of the power battery is determined, including: determining an initial safe reserve capacity and a corresponding safe reserve capacity range based on the current temperature; determining a first correction coefficient, a second correction coefficient, and a third correction coefficient based on the current battery health, the driving style parameters, and the remaining driving range, where the first correction coefficient reflects the degree of influence of the current battery health on the capacity margin, the second correction coefficient reflects the degree of driving intensity, and the third correction coefficient reflects the remaining driving range; correcting the initial safe reserve capacity based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain a corrected safe reserve capacity; and determining the corrected safe reserve capacity as the corrected safe reserve capacity if the corrected safe reserve capacity is within the safe reserve capacity range.

[0085] It should be understood that in the above scheme, the driving style parameter is used to indicate the driver's driving style, reflecting the intensity of driving and the impact of power demand on energy consumption. Optionally, this driving style includes aggressive, stable, and conservative styles. Remaining driving range refers to the distance traveled between the target vehicle's current location and the destination, reflecting the required energy margin for driving needs. Battery health refers to the ratio between the current capacity and the nominal capacity, reflecting the degree of aging and degradation of the battery.

[0086] In the above technical solution, the initial safe reserve capacity and its corresponding range are determined based on the current temperature of the power battery. This provides a base capacity and range that are temperature-appropriate, preventing battery damage caused by insufficient capacity reserve at low or high temperatures. Furthermore, the initial safe reserve capacity is corrected based on three correction coefficients determined by the power battery's health, the driver's driving style parameters, and remaining driving range. This quantifies the impact of battery status, driving intensity, and driving demands on the capacity margin, compensating for the shortcomings of fixed reserve capacity that do not align with actual vehicle usage. After obtaining the corrected safe reserve capacity, and while the corrected safe reserve capacity is still within the safe reserve capacity range, it is determined as the corrected safe reserve capacity. This constrains the safe reserve capacity within a reasonable range, ensuring that it simultaneously adapts to battery performance and vehicle usage needs, significantly improving the accuracy of safe reserve capacity determination.

[0087] In some embodiments, determining an initial safety reserve power and a corresponding safety reserve power range based on the current temperature includes: when the current temperature is less than a first preset temperature, determining the initial safety reserve power as a first preset power and determining the safety reserve power range as a first power range; when the current temperature is greater than or equal to the first preset temperature and less than a second preset temperature, determining the initial safety reserve power as a second preset power and determining the safety reserve power range as a second power range; when the current temperature is greater than or equal to the second preset temperature, determining the initial safety reserve power as a third preset power and determining the safety reserve power range as a third power range, wherein the third preset power is greater than the second preset power, the second preset power is greater than the first preset power, the third power range is greater than the second power range, and the second power range is greater than the first power range.

[0088] Optionally, the first preset temperature is 0 degrees, the first preset power is 12%, and the first power range is 10%~15%; the second preset temperature is 40 degrees, the second preset power is 8%, and the second power range is 6%~10%; the third preset power is 10%, and the third power range is 8%~12%.

[0089] Figure 3 This is a schematic diagram illustrating the determination of multiple correction coefficients provided in an embodiment of this application.

[0090] Step 301: Determine the health difference between the preset health level and the current health level, and determine the ratio between the health difference and the preset health level to obtain the battery's health degradation coefficient. The sum of this degradation coefficient and the preset coefficient is determined as the first correction coefficient. The preset health level indicates that the battery capacity has not degraded. Step 302: Determine the second correction coefficient based on the driving style indicated by the driving style parameter. Step 303: Determine the product between the remaining driving mileage and the first gain coefficient to obtain a first margin coefficient related to the remaining driving mileage. The sum of the first margin coefficient and the preset coefficient is determined as the third correction coefficient. The first gain coefficient is the gain coefficient of the battery capacity margin corresponding to each unit of remaining driving mileage. The first margin coefficient reflects the degree of influence of the remaining driving mileage on the required battery capacity margin.

[0091] It should be understood that in the above scheme, the preset health level is 100%, and the preset coefficient is 1. Furthermore, the first gain coefficient is a calibration coefficient used to reflect the increase in safe battery margin required for each additional unit of remaining driving mileage, reflecting the degree to which remaining driving distance affects battery margin. Figure 3 The method and steps shown correspond to weight 7. They are the specific implementation methods for determining the first correction coefficient, the second correction coefficient, and the third correction coefficient based on the current health status, driving style parameters, and remaining driving mileage.

[0092] The above technical solution provides different methods for determining correction coefficients for various influencing factors, such as the health of the power battery, the driver's driving style parameters, and the remaining driving range. For the power battery health, the difference between the preset health level and the current health level is determined, and the ratio between this difference and the preset health level is calculated to obtain the battery's health degradation coefficient. The sum of this degradation coefficient and the preset coefficient is then used as the first correction coefficient. This reflects the impact of battery degradation on the remaining capacity margin, addressing the problem of insufficient remaining capacity due to neglecting battery aging. For driving style parameters, a second correction coefficient is directly determined based on these parameters. This quantifies the impact of driving intensity on power demand, avoiding discrepancies between fixed coefficients and actual driving conditions. For the remaining driving range, the product of the remaining driving range and the first gain coefficient is determined to obtain a first margin coefficient related to the remaining driving range. The sum of this first margin coefficient and the preset coefficient is then used as the third correction coefficient. This reflects the degree of remaining capacity demand based on the remaining driving range. All three correction coefficients are dynamically determined based on actual parameters rather than fixed values, significantly improving accuracy and providing a precise basis for safely reserving power.

[0093] In some embodiments, determining the second correction coefficient based on the driving style indicated by the driving style parameter includes: determining the second correction coefficient as a first preset coefficient when the driving style is an aggressive style; determining the second correction coefficient as a second preset coefficient when the driving style is a stable style; and determining the second correction coefficient as a third preset coefficient when the driving style is a conservative style, wherein the first preset coefficient is greater than the second preset coefficient, and the second preset coefficient is greater than the third preset coefficient.

[0094] Optionally, the first preset coefficient is 1.2, the second preset coefficient is 1.0, and the third preset coefficient is 0.8.

[0095] In some embodiments, the current driving scenario parameter further includes the current cumulative discharge amount. The method 200 further includes: determining the product between the current cumulative discharge amount and the second gain coefficient to obtain a second margin coefficient related to the cumulative discharge amount, and determining the sum of the second margin coefficient and the preset coefficient as a fourth correction coefficient, wherein the fourth gain coefficient is a gain coefficient of the power margin corresponding to the unit cumulative discharge amount, and the second margin coefficient is used to reflect the degree of influence of the cumulative usage intensity on the required power margin; and correcting the initial safety reserve power based on the first correction coefficient, the second correction coefficient and the third correction coefficient to obtain the corrected safety reserve power, including: correcting the initial safety reserve power based on the first correction coefficient, the second correction coefficient, the third correction coefficient and the fourth correction coefficient to obtain the corrected safety reserve power.

[0096] It should be understood that the first, second, third, and fourth correction coefficients mentioned above are values ​​near the preset coefficients, which may be greater than 1, less than 1, or equal to 1. The second gain coefficient mentioned above is also a calibration coefficient, used to reflect the safety margin required for each additional unit of cumulative discharge, and to reflect the degree of influence of the discharged amount on the margin.

[0097] It should be noted that the specific process of correcting the initial safety reserve based on the first, second, third, and fourth correction coefficients to obtain the corrected safety reserve is similar to the specific process of correcting the initial safety reserve based on the first, second, and third correction coefficients to obtain the corrected safety reserve. It can be that the product of the first, second, third, and fourth correction coefficients is determined as the total correction coefficient, and the product of the initial safety reserve and the total correction coefficient is determined as the corrected safety reserve; or, the maximum correction coefficient among the first, second, third, and fourth correction coefficients is determined, and the product of the initial safety reserve and the maximum correction coefficient is determined as the corrected safety reserve.

[0098] In one possible implementation, the initial safety reserve capacity is corrected based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain the corrected safety reserve capacity. This includes: determining the product of the first correction coefficient, the second correction coefficient, and the third correction coefficient as the total correction coefficient, and determining the product of the initial safety reserve capacity and the total correction coefficient as the corrected safety reserve capacity; or, determining the largest correction coefficient among the first correction coefficient, the second correction coefficient, and the third correction coefficient, and determining the product of the initial safety reserve capacity and the largest correction coefficient as the corrected safety reserve capacity.

[0099] It should be understood that the corrected safety reserve power can also be determined based on other methods, such as determining the average value of the first correction coefficient, the second correction coefficient and the third correction coefficient to obtain the average correction coefficient, and determining the corrected safety reserve power as the product between the average correction coefficient and the initial safety reserve power.

[0100] In the above technical solution, the three correction coefficients are multiplied to obtain the total correction coefficient, which is then multiplied by the initial safety reserve to obtain the corrected safety reserve. This comprehensively incorporates the effects of health status, driving style parameters, and remaining driving mileage, ensuring that the safety reserve fully adapts to multiple influencing factors and solves the problem of incompleteness when correcting for a single factor. Alternatively, the maximum value among the three correction coefficients can be selected to correct the initial safety reserve, ensuring battery safety under the most stringent constraints. Both correction methods can adapt to different discharge scenarios, effectively addressing the shortcomings of related technologies where the safety reserve does not comprehensively consider multiple influencing factors and has an unreasonable battery margin.

[0101] Step 203: Determine the maximum value between the first minimum discharge capacity and the second minimum discharge capacity as the discharge cutoff capacity of the power battery, and control the target vehicle to stop discharging when the current remaining capacity of the power battery is less than the discharge cutoff capacity.

[0102] It should be understood that in step 203 above, the maximum value between the first minimum discharge capacity and the second minimum discharge capacity is determined as the discharge cutoff capacity. This ensures that the actual remaining capacity of the power battery is greater than the discharge cutoff capacity during the controlled discharge process, so as not to affect the vehicle user's power performance when using the target vehicle again after the power battery discharge is completed.

[0103] In some embodiments, the method 200 further includes: controlling the target vehicle to continue in the target discharge state when the current remaining charge of the power battery is greater than or equal to the discharge cutoff charge.

[0104] In some embodiments, before controlling the target vehicle to continue in the target discharge state, the method 200 further includes: controlling the target vehicle to stop discharging in response to a discharge termination request, the discharge termination request being used to request the power battery in the target vehicle to stop discharging.

[0105] Figure 4 This is a schematic diagram of a device for controlling vehicle discharge provided in an embodiment of this application.

[0106] For example, such as Figure 4 As shown, the device 400 includes: Determine module 401, used for: When the target vehicle is in the target discharge state, the first minimum discharge capacity of the power battery is determined based on the state parameters of the power battery in the target vehicle in the current time period. The target discharge state is used to instruct the target vehicle to discharge to the grid through the charging and discharging device. The first minimum discharge capacity is related to the discharge capacity of the power battery itself. Based on the first preset charge level, the second minimum discharge charge level of the power battery is determined. The first preset charge level is the critical charge level of the power battery when the engine of the target vehicle starts in pure electric mode. The second minimum discharge charge level is greater than the first preset charge level. The control module 402 is used to determine the maximum value of the first minimum discharge capacity and the second minimum discharge capacity as the discharge cutoff capacity of the power battery, and to control the target vehicle to stop discharging when the current remaining capacity of the power battery is less than the discharge cutoff capacity.

[0107] Optionally, the status parameters include electrical operating parameters and the current temperature. The determining module 401 is specifically used for: determining the average discharge power of the power battery in the current time period based on the electrical operating parameters; determining multiple first continuous discharge powers based on the current minimum temperature, maximum temperature and first mapping relationship of the power battery, wherein the first continuous discharge power is the minimum continuous discharge power that the power battery can withstand under the corresponding remaining charge, and the first mapping relationship is used to indicate the allowable continuous discharge power of the power battery under the corresponding remaining charge and the corresponding temperature; comparing the average discharge power with each of the first continuous discharge powers in descending order of remaining charge, and determining the remaining charge corresponding to the first continuous discharge power that is less than or equal to the average discharge power as the first minimum discharge charge.

[0108] Optionally, the electrical operating parameters include voltage and current. The determining module 401 is further configured to: determine multiple discharge powers of the power battery based on the various voltages and corresponding currents of the power battery in the current time period, and determine the average value of the multiple discharge powers to obtain a candidate discharge power; determine the discharge power difference between the average discharge power of the power battery in the previous time period and the candidate discharge power; and if the discharge power difference is greater than a preset discharge power, determine the average discharge power in the current time period as the candidate discharge power.

[0109] Optionally, the determining module 401 is further configured to: perform linear interpolation on the first mapping relationship based on the lowest temperature and the highest temperature to determine a plurality of second continuous discharge powers and a plurality of third continuous discharge powers, wherein the second continuous discharge power is the lowest continuous discharge power that the power battery can withstand at the lowest temperature with the corresponding remaining charge, and the third continuous discharge power is the lowest continuous discharge power that the power battery can withstand at the highest temperature with the corresponding remaining charge; and integrate the plurality of second continuous discharge powers and the plurality of third continuous discharge powers based on the minimum discharge power at the corresponding position among the plurality of second continuous discharge powers and the plurality of third continuous discharge powers to obtain the plurality of first continuous discharge powers.

[0110] Optionally, the determining module 401 is further configured to: determine the safe reserved power capacity of the power battery based on the current driving scenario parameters and the state parameters of the power battery in the current time period; and determine the sum of the first preset power capacity and the safe reserved power capacity as the second minimum discharge capacity.

[0111] Optionally, the current driving scenario parameters include the driver's driving style parameters and remaining driving range, and the status parameters include the current temperature and current battery health. The determining module 401 is further configured to: determine the initial safe reserve battery capacity and the corresponding safe reserve battery capacity range based on the current temperature; determine a first correction coefficient, a second correction coefficient, and a third correction coefficient based on the current battery health, the driving style parameters, and the remaining driving range, wherein the first correction coefficient reflects the degree of influence of the current battery health on the battery capacity margin, the second correction coefficient reflects the degree of driving intensity, and the third correction coefficient reflects the remaining driving range; correct the initial safe reserve battery capacity based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain a corrected safe reserve battery capacity; and determine the corrected safe reserve battery capacity as the corrected safe reserve battery capacity if the corrected safe reserve battery capacity is within the safe reserve battery capacity range.

[0112] Optionally, the determining module 401 is further configured to: determine the health difference between a preset health level and the current health level, and determine the ratio between the health difference and the preset health level to obtain the degradation coefficient of the power battery in terms of health level, and determine the sum of the degradation coefficient and the preset coefficient as the first correction coefficient, wherein the preset health level is used to indicate that the battery capacity of the power battery has no degradation; determine the second correction coefficient based on the driving style indicated by the driving style parameter; determine the product between the remaining driving mileage and the first gain coefficient to obtain a first margin coefficient related to the remaining driving mileage, and determine the sum of the first margin coefficient and the preset coefficient as the third correction coefficient, wherein the first gain coefficient is the gain coefficient of the energy margin corresponding to a unit of remaining driving mileage, and the first margin coefficient is used to reflect the degree of influence of the remaining driving mileage on the required energy margin.

[0113] Optionally, the determining module 401 is further configured to: determine the product of the first correction coefficient, the second correction coefficient, and the third correction coefficient as the total correction coefficient, and determine the product of the initial safety reserve power and the total correction coefficient as the corrected safety reserve power; or, determine the maximum correction coefficient among the first correction coefficient, the second correction coefficient, and the third correction coefficient, and determine the product of the initial safety reserve power and the maximum correction coefficient as the corrected safety reserve power.

[0114] Optionally, the determining module 401 is further configured to: determine whether the power battery and the charging / discharging device are in a connected state; when the power battery and the charging / discharging device are in a connected state, determine whether the actual current of the power battery is greater than a preset current; and when the actual current is greater than the preset current and the duration is greater than the preset duration, determine that the target vehicle is in the target discharge state.

[0115] Figure 5 This is a schematic diagram of the structure of a controller provided in an embodiment of this application.

[0116] For example, such as Figure 5 As shown, the controller 500 includes a storage module 501 and a processing module 502. The storage module 501 stores executable program code 503, and the processing module 502 is used to call and execute the executable program code 503 to perform a method for controlling vehicle discharge.

[0117] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0118] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for controlling the vehicle to discharge.

[0119] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling vehicle discharge provided in embodiments of this application.

[0120] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0121] When the functional modules are divided according to their respective functions, the device may also include a determination module and a control module, etc. It should be noted that all relevant content in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0122] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling vehicle discharge, and therefore can achieve the same effect as the above-described implementation method.

[0123] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

[0124] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0125] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling vehicle discharge provided in the above embodiments.

[0126] This embodiment also provides a computer-readable storage medium storing executable program code. When the executable program code is run on a computer, the computer performs the above-described related method steps to implement the method for controlling vehicle discharge provided in the above embodiment.

[0127] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a method for controlling vehicle discharge provided in the above embodiment.

[0128] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0129] Through the above description of the embodiments, those skilled in the art will 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.

[0130] In the 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 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.

[0131] 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 that can be easily conceived by those skilled in the art within the scope of the technology 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 of controlling discharge of a vehicle, characterized by, The method includes: When the target vehicle is in the target discharge state, the first minimum discharge capacity of the power battery is determined based on the state parameters of the power battery in the target vehicle in the current time period. The target discharge state is used to instruct the target vehicle to discharge to the grid through the charging and discharging device. The first minimum discharge capacity is related to the discharge capacity of the power battery itself. Based on the first preset charge level, a second minimum discharge charge level of the power battery is determined. The first preset charge level is the critical charge level of the power battery when the engine in the target vehicle starts in pure electric mode. The second minimum discharge charge level is greater than the first preset charge level. The maximum value between the first minimum discharge capacity and the second minimum discharge capacity is determined as the discharge cutoff capacity of the power battery, and the target vehicle is controlled to stop discharging when the current remaining capacity of the power battery is less than the discharge cutoff capacity.

2. The method of claim 1, wherein, The status parameters include electrical operating parameters and the current temperature. Determining the first minimum discharge capacity of the power battery based on the status parameters of the power battery in the target vehicle during the current time period includes: Based on the electrical operating parameters, determine the average discharge power of the power battery during the current time period; Based on the current minimum temperature, maximum temperature and first mapping relationship of the power battery, a plurality of first continuous discharge powers are determined. The first continuous discharge power is the minimum continuous discharge power that the power battery can withstand under the corresponding remaining charge. The first mapping relationship is used to indicate the continuous discharge power that the power battery can be allowed under the corresponding remaining charge and the corresponding temperature. The average discharge power is compared with each first continuous discharge power in descending order of remaining power. The remaining power corresponding to the first continuous discharge power that is less than or equal to the average discharge power is determined as the first minimum discharge power.

3. The method according to claim 2, characterized in that, The electrical operating parameters include voltage and current. Determining the average discharge power of the power battery within the current time period based on these electrical operating parameters includes: Based on the voltages and corresponding currents of the power battery during the current time period, multiple discharge powers of the power battery are determined, and the average value of the multiple discharge powers is determined to obtain candidate discharge powers. Determine the difference in discharge power between the average discharge power of the power battery in the previous time period and the candidate discharge power; If the difference in discharge power is greater than the preset discharge power, the average discharge power in the current time period is determined as the candidate discharge power.

4. The method according to claim 2, characterized in that, Based on the current minimum temperature, maximum temperature, and a first mapping relationship of the power battery, multiple first continuous discharge powers are determined, including: Based on the lowest temperature and the highest temperature, a first mapping relationship is linearly interpolated to determine multiple second continuous discharge powers and multiple third continuous discharge powers. The second continuous discharge power is the lowest continuous discharge power that the power battery can withstand at the lowest temperature with the corresponding remaining charge, and the third continuous discharge power is the lowest continuous discharge power that the power battery can withstand at the highest temperature with the corresponding remaining charge. Based on the minimum discharge power at the corresponding position among the plurality of second continuous discharge powers and the plurality of third continuous discharge powers, the plurality of second continuous discharge powers and the plurality of third continuous discharge powers are integrated to obtain the plurality of first continuous discharge powers.

5. The method according to claim 1, characterized in that, The step of determining the second minimum discharge capacity of the power battery based on the first preset capacity includes: Based on the current driving scenario parameters and the state parameters of the power battery in the current time period, the safe reserve capacity of the power battery is determined; The sum of the first preset power level and the safety reserved power level is determined as the second minimum discharge power level.

6. The method according to claim 5, characterized in that, The current driving scenario parameters include the driver's driving style parameters and remaining driving range; the status parameters include the current temperature and current health status; and determining the safe reserve capacity of the power battery based on the current driving scenario parameters and the status parameters of the power battery in the current time period includes: Based on the current temperature, determine the initial safe reserve power and the corresponding safe reserve power range; Based on the current battery health status, the driving style parameters, and the remaining driving mileage, a first correction coefficient, a second correction coefficient, and a third correction coefficient are determined. The first correction coefficient is used to reflect the degree of influence of the current battery health status on the battery capacity margin, the second correction coefficient is used to reflect the degree of driving intensity, and the third correction coefficient is used to reflect the remaining driving mileage. Based on the first correction coefficient, the second correction coefficient, and the third correction coefficient, the initial safety reserve power is corrected to obtain the corrected safety reserve power. If the corrected safety reserve power is within the safety reserve power range, the safety reserve power is determined as the corrected safety reserve power.

7. The method according to claim 6, characterized in that, The determination of the first correction coefficient, the second correction coefficient, and the third correction coefficient based on the current health status, the driving style parameters, and the remaining driving mileage includes: The difference between the preset health level and the current health level is determined, and the ratio between the health level difference and the preset health level is determined to obtain the degradation coefficient of the power battery in terms of health level. The sum of the degradation coefficient and the preset coefficient is determined as the first correction coefficient. The preset health level is used to indicate that the battery capacity of the power battery has no degradation. The second correction coefficient is determined based on the driving style indicated by the driving style parameters; The product between the remaining driving mileage and the first gain coefficient is determined to obtain the first margin coefficient related to the remaining driving mileage. The sum of the first margin coefficient and the preset coefficient is determined as the third correction coefficient. The first gain coefficient is the gain coefficient of the battery margin corresponding to the unit remaining driving mileage. The first margin coefficient is used to reflect the degree of influence of the remaining driving mileage on the required battery margin.

8. The method according to claim 6, characterized in that, The step of correcting the initial safety reserve power based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain the corrected safety reserve power includes: The product of the first correction coefficient, the second correction coefficient, and the third correction coefficient is determined as the total correction coefficient, and the product of the initial safety reserve capacity and the total correction coefficient is determined as the corrected safety reserve capacity; or, The largest correction factor among the first correction factor, the second correction factor, and the third correction factor is determined, and the product between the initial safety reserve power and the largest correction factor is determined as the corrected safety reserve power.

9. The method according to any one of claims 1 to 8, characterized in that, The method for determining that the target vehicle is in a target discharge state includes: Determine whether the power battery and the charging / discharging device are in a connected state; When the power battery and the charging and discharging device are connected, determine whether the actual current of the power battery is greater than the preset current. If the actual current is greater than the preset current and the duration is greater than the preset duration, the target vehicle is determined to be in the target discharge state.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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