Battery discharge method using thermal energy system and system thereof

Abstract

A battery discharge method using a thermal energy system includes collecting state information accompanying travel of an electric vehicle; determining whether a state of charge (SoC) of a battery is greater than a threshold when a brake pedal signal is input; determining whether a high-power component of the thermal energy system is operated when the battery SoC is greater than the threshold; and controlling at least one high-power component using the thermal energy system in a forced discharge mode by executing a high SoC brake compensation (HBC) logic.

Description

Technical Field

[0001] This disclosure relates to a battery discharge method and system using a thermal energy system. In particular, this disclosure relates to a battery discharge method using a thermal energy system for avoiding a situation where regenerative braking fails to operate due to a fully charged high-voltage battery of an electric vehicle. Background Technology

[0002] Generally speaking, when operating the brake pedal, internal combustion engine vehicles use mechanical friction braking, which reduces the rotational motion of the drive wheels through the friction between the brake disc and the brake caliper.

[0003] In contrast, electric vehicles (xEVs) equipped with an electric motor and a high-voltage battery (hereinafter referred to as "battery") use a combination of mechanical friction braking and regenerative braking for vehicle braking. Regenerative braking refers to the process in which the electric motor acts as a generator through the torque of the drive wheels during vehicle coasting and / or braking, and uses the electricity generated by the electric motor to charge the battery.

[0004] As drivers spend more time driving electric vehicles, they naturally learn to incorporate regenerative braking into their braking feel and develop a habit (or pattern) for operating the brake pedal. Therefore, drivers operate the brake pedal while considering the amount of regenerative braking typically applied to an electric vehicle.

[0005] On the other hand, when the state of charge (SoC) of an electric vehicle's battery is close to full (e.g., above 90%), it will not respond to the driver's braking request by engaging regenerative braking, but will instead decelerate solely through friction braking. This can be seen as a safety control at the battery management system (BMS) level, because overcharging the battery through regenerative braking when it is fully charged could negatively impact the battery's integrity.

[0006] However, drivers who have learned to feel the brakes by considering the normal regenerative braking force may be confused by the sudden change in brake feel when regenerative braking is not engaged. In particular, there is a problem that if the driver fails to adjust the brake pedal pressure due to the change in brake feel, it could lead to a very dangerous situation that could result in a serious accident.

[0007] The information contained in this background section is intended to facilitate an understanding of the background of this disclosure and may include content that is not conventional technology known to a person skilled in the art. Summary of the Invention

[0008] This disclosure aims to provide a battery discharge method and system using a thermal energy system, which is used to: when the state of charge (SoC) of the battery of an electric vehicle (xEV) is close to full charge, to obtain regenerative braking charging capacity by using a thermal energy system to avoid a situation where regenerative braking does not operate or to quickly get out of such a situation.

[0009] Embodiments of this disclosure provide a battery discharge method using a thermal energy system, comprising: a controller collecting state information accompanying the driving of an electric vehicle, and determining whether the battery state of charge (SoC) is greater than a threshold when a brake pedal signal is input; when the battery state of charge (SoC) is greater than the threshold, the controller determining whether a high-power component of the thermal energy system is operating; and the controller controlling at least one high-power component of the thermal energy system to be in a forced discharge mode by executing high state of charge braking compensation (HBC) logic.

[0010] Controlling high-power components in a forced discharge mode may include: forcibly operating at least one unused high-power component to additionally consume battery power, depending on whether the thermal management mode of the thermal energy system is in operation; and increasing battery power consumption by performing inefficient control on the operating high-power component.

[0011] HBC logic may include: determining whether the battery SoC is greater than a threshold and whether the battery temperature is within the allowable temperature range; when the battery SoC is greater than the threshold and the battery temperature is outside the allowable temperature range, executing the first HBC logic that takes into account the battery regulation mode of the thermal system.

[0012] Executing the first HBC logic may include: the controller performing a battery regulation mode; when the battery SoC is greater than a first charging reference value, the controller performing low-efficiency control of high-power components; performing low-efficiency control of high-power components for a predetermined time; and when the battery SoC is greater than a second charging reference value, the controller performing discharge control on the inactive high-power components.

[0013] Performing discharge control on inactive high-power components may include: operating an inactive coolant heater during battery cooling when a battery regulation mode is executed; and increasing the operation of an operating electric compressor.

[0014] Additional discharge control for unoperated high-power components may include: increasing the operating amount of the coolant electric heater when the battery temperature rises during battery regulation mode, and operating the unoperated electric compressor.

[0015] The HBC logic may also include: determining that no battery regulation is needed when the battery SoC is greater than a threshold and the battery temperature is within the allowable temperature range; and executing a second HBC logic to perform forced discharge on the inactive high-power components.

[0016] Executing the second HBC logic may include: when the external temperature is not greater than the high temperature reference value, the controller operates the battery heating coolant electric heater and radiator; when the external temperature is greater than the high temperature reference value, the controller operates the battery heating coolant electric heater and cooler to increase the discharge of the coolant electric heater by increasing the cooling capacity of the cooler.

[0017] Another embodiment of this disclosure provides a battery discharge system using a thermal energy system, comprising: a data detector for collecting state information accompanying the driving of an electric vehicle; a thermal energy system for managing the operating temperature of the motor and the battery; and a controller for performing forced discharge of the battery using the thermal energy system when the state of charge of the battery collected as state information is greater than a threshold, so as to prevent the operation of regenerative braking from being restricted.

[0018] The data detector can collect status information, including at least one of the following: battery state of charge (SoC), battery temperature, external temperature, vehicle speed, acceleration signal, braking signal, and the operating status of the thermal system.

[0019] The thermal energy system can selectively circulate refrigerant and coolant for thermal management of electronic components, including drive motors and inverters, batteries, and autonomous driving controllers.

[0020] When forced discharge control is applied to the battery, the controller can consume additional battery power by executing high SOC braking compensation (HBC) logic to force operation of at least one non-operational high-power component, and can increase battery power consumption by performing inefficient control on the operating high-power component.

[0021] According to an embodiment, when the state of charge (SoC) of the electric vehicle's battery is close to full charge, forced discharge of the battery using a thermal energy system can be performed to reduce changes in braking feel caused by sudden failure of regenerative braking and to prevent the risk of brake failure.

[0022] According to the embodiments, the following effect exists: when the battery is forcibly discharged, the amount of battery discharge is ensured by operating the energy system or selectively operating the non-operated high-power components depending on whether the battery regulation is controlled.

[0023] According to an embodiment, the driver can set the battery forced discharge start point based on battery temperature to be equal to or less than the regenerative braking non-operation reference, thereby having the effect of avoiding (disengaging) or preventing undesirable regenerative braking non-operation situations as early as possible. Attached Figure Description

[0024] Figure 1 A block diagram of a battery discharge system using a thermal energy system according to an embodiment is shown.

[0025] Figure 2 The structure of the HBC operating circuit of the thermal energy system according to an embodiment is shown.

[0026] Figure 3 A flowchart of a vehicle regenerative braking control method according to an embodiment is shown.

[0027] Figure 4 A flowchart of the HBC logic according to an embodiment is shown.

[0028] Figure Labels

[0029] 100: Battery Discharge System

[0030] 110: Data Detector

[0031] 120: Thermal Energy System

[0032] 130: Controller

[0033] L1, L2: Refrigerant lines, coolant lines

[0034] 11: Electrical Components (PE)

[0035] 12: Electric compressor

[0036] 13: Coolant electric heater

[0037] 15: Internal condenser

[0038] 16: Radiator

[0039] 17: Cooler Detailed Implementation

[0040] In the following detailed description, certain embodiments of this disclosure are shown and described by way of example only.

[0041] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, the singular form is intended to include the plural form unless the context clearly indicates otherwise. As used herein, the terms “comprises” and / or “comprising” mean the presence of a specific feature, integral, step, action, element, and / or component, but it should be understood that the presence or addition of one or more other features, integrals, steps, actions, components, and / or combinations thereof is not excluded. As used herein, the term “and / or” includes any one or all combinations of one or more related items.

[0042] In this specification, terms such as “first,” “second,” “A,” “B,” “(a),” and “(b)” are used only to describe various components and should not be construed as limitations on these components. These terms are only used to distinguish constituent components from other constituent components, and the nature or order of the constituent components is not limited by the terms.

[0043] It should be understood that when a component is referred to as "connected" or "coupled" to another component, it can be directly connected or coupled to the other component, or it can be connected or coupled to the other component through an intermediary component. It should also be understood that when a component is referred to as "directly connected or coupled" to another component, it can be connected or coupled to the other component without the intervention of any other component.

[0044] The terminology used herein is for describing particular embodiments only and is not intended to limit this disclosure. Unless the context clearly specifies otherwise, the singular form is intended to include the plural form as well.

[0045] Furthermore, it should be understood that one or more of the following methods or other aspects can be performed by at least one controller. The term "controller" can refer to a hardware device that includes a memory and a processor. The memory is configured to store program instructions, and the processor is specifically programmed to execute the program instructions, thereby performing one or more processes described further below. The controller can control the operation of the units, modules, components, devices, etc., described herein. Furthermore, it should be understood that the following methods can be performed by a device that includes a controller and one or more other components, as understood by those skilled in the art.

[0046] The following description, with reference to the accompanying drawings, illustrates a battery discharge method and system using a thermal energy system according to an embodiment.

[0047] Figure 1 A block diagram of a battery discharge system using a thermal energy system according to an embodiment is shown.

[0048] Reference Figure 1According to an embodiment, a battery discharge system 100 using a thermal energy system includes: a data detector 110 for collecting vehicle status information accompanying the operation of an electric vehicle from various sensors; a thermal energy system 120 for maintaining the operating temperature of the electric motor and the battery; and a controller 130 for performing forced discharge control of the battery using the thermal energy system 120 to avoid limiting regenerative braking operation when the battery state of charge (SoC) collected as status information exceeds a threshold close to full charge.

[0049] In this embodiment, a vehicle refers to any type of electric vehicle equipped with an electric motor and a battery and capable of regenerative braking. For example, vehicles include electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), range-extended electric vehicles (EREVs), etc.

[0050] The data detector 110 can detect status information including battery state of charge (SoC), battery temperature (T), external temperature, vehicle speed, accelerator pedal position sensor (APS) signal, brake (or brake pedal sensor (BPS)) signal, thermal system operating status, etc., and can send the detected status information to the controller 130.

[0051] The controller 130 can control the overall operation of the battery discharge system 100 that uses the energy system, and can include at least one program and data for control.

[0052] The controller 130 may store high SOC braking compensation (HBC) logic, which is used to perform forced discharge control of the battery using the thermal system 120. The HBC logic is designed to ensure the battery's reserve capacity (hereinafter referred to as "regenerative braking capacity") that can be charged by regenerative braking by forcing operation of high-power components used in the thermal management of the electric vehicle.

[0053] This enables the controller 130 to execute HBC logic to ensure regenerative braking capacity that can be charged into the battery, and can have the following effects: early avoidance (or disengagement) or prevention of undesirable conditions for regenerative braking operation (i.e., regenerative braking not operating). For drivers who do not wish to execute the corresponding HBC logic, this effect can be selectively provided through system configuration.

[0054] The thermal energy system 120 can be operated via HBC logic based on the forced discharge control of the battery by the controller 130.

[0055] The thermal system 120, also known as a heat pump system or thermal management system, provides thermal management functions. It is used not only to maintain the cooling and heating of electric vehicles, but also to keep electrical components (PE: power electronics) including the drive motor and inverter, the battery, and the autopilot controller at optimal operating temperatures.

[0056] The thermal system 120 may have a loop structure for selectively circulating refrigerant and coolant through a closed loop to provide thermal management functions for the vehicle.

[0057] For example, Figure 2 The structure of the HBC operating circuit of the thermal energy system according to an embodiment is shown.

[0058] Reference Figure 2 The thermal system 120 includes high-power and low-power components that consume battery power. The high-power components may include: electrical components (PE: power electronics) 11, which includes a vehicle drive motor and an inverter; an electric compressor 12 for compressing refrigerant; a coolant electric heater 13 for heating the coolant; an internal condenser 15 for condensing the refrigerant; a radiator 16 for exchanging heat between the coolant and outside air; and a cooler 17. Electrical components 11 include at least one of a motor, an inverter, and an autopilot controller.

[0059] Low-power components may include: valves (e.g., three-way to five-way valves) for connecting, blocking, or switching the flow of refrigerant line L1 and coolant line L2 according to the thermal management mode of thermal system 120 (e.g., cooling, heating, or dehumidification); a coolant pump; window glass heaters, etc. The remaining components may refer to existing known heat pump technologies.

[0060] The controller 130 can execute HBC logic, which is used to force the operation of at least one currently inactive high-power component to consume additional power, depending on whether the thermal management mode of the thermal system 120 is in operation, and to perform inefficient control on the high-power component in operation to maximize (or increase) power consumption.

[0061] For example, regarding Figure 2 In the HBC operating circuit, the thick solid line represents the refrigerant line L1 through which the refrigerant flows, and the thin dashed line represents the refrigerant line L2 through which the refrigerant does not flow. When the battery temperature (T) is within the normal temperature range and no battery regulation is required, the controller 130 can execute the HBC logic to force the operation of the refrigerant heater 13 and the radiator 16, thereby discharging the battery.

[0062] The controller 130 may be implemented as one or more processors operable by a predetermined program, which may be programmed to perform various steps of the regenerative braking control method for a vehicle according to the embodiment.

[0063] The regenerative braking control method for vehicles will be described in more detail below with reference to the accompanying drawings.

[0064] Figure 3 A flowchart of a vehicle regenerative braking control method according to an embodiment is shown.

[0065] Reference Figure 3 According to the embodiment, the data detector 110 of the battery discharge system 100 collects status information accompanying the operation of the vehicle (S10). The status information collected by the data detector 110 is sent to the controller 130.

[0066] When a brake pedal signal (BPS) based on the vehicle's state information during operation is input (S20), the controller 130 determines whether the battery SoC exceeds a threshold (e.g., 90%) (S30). The brake pedal signal (BPS) can be input by the driver's brake pedal operation, an advanced driver assistance system (ADAS), or an autonomous driving controller. The threshold can be set as an entry condition for the regenerative braking non-operation mode based on the battery SoC.

[0067] If the battery SoC exceeds the threshold ("Yes" in S30), the controller 130 can determine whether the high-power components of the thermal system 120 are operating (S40).

[0068] The controller 130 can execute HBC logic to cause at least one high-power component in the thermal system 120 to operate in a forced discharge mode, thereby ensuring the regenerative braking capacity of the battery (S50). The controller 130 can, depending on whether the thermal system 120 is operating in thermal management mode, force the operation of at least one currently inactive high-power component to consume additional battery power, and perform inefficient control on the currently operating high-power component to maximize power consumption.

[0069] While ensuring regenerative braking capacity, controller 130 can determine whether the braking demand is greater than the regenerative braking amount (S60). That is, controller 130 can compare whether the braking demand (e.g., total braking amount) determined based on the brake pedal signal (BPS) can be satisfied by the current vehicle's regenerative braking amount (e.g., possible regenerative braking amount).

[0070] If the braking demand is greater than the regenerative braking demand ("Yes" in S60), the controller 130 can use a combination of friction braking and regenerative braking to brake the vehicle (S70).

[0071] If the braking demand is less than or equal to the regenerative braking amount ("No" in S60), the controller 130 may use only regenerative braking to brake the vehicle (S80).

[0072] If the SoC is less than or equal to the threshold ("No" in S30), the controller 130 can determine that the regenerative braking capacity of the battery has been sufficiently ensured, and can execute S60 to S80.

[0073] The following will refer to Figure 4 The flow of the HBC logic used to control forced battery discharge in S50 is described in detail.

[0074] Figure 4 A flowchart of the HBC logic according to an embodiment is shown.

[0075] Reference Figure 4 If the battery SoC is greater than a threshold (e.g., 90%) ("Yes" in S30), then the HBC logic is executed.

[0076] The controller 130 can determine whether the battery SoC collected as real-time status information is greater than a threshold (e.g., 90%) (S51) and whether the battery temperature (T) is within the allowable temperature range (e.g., 20°C to 40°C) (S52).

[0077] If the battery SoC is less than or equal to a threshold (e.g., 90%) (No in S51), the controller 130 can limit the individual use of regenerative braking and can perform regenerative braking limit control in conjunction with friction control to reduce the amount of regenerative braking. Regenerative braking limit control refers to reducing the amount of regenerative braking for 100% braking demand and increasing the amount of friction braking by the reduced amount. Therefore, while allowing partial regenerative braking, the amount of battery charging caused by regenerative braking can be reduced.

[0078] If the battery SoC is greater than a threshold (e.g., 90%) ("Yes" in S51) and the battery temperature (T) is outside the allowable temperature range (e.g., 20°C to 40°C) ("No" in S52), then the controller 130 may execute the first HBC logic (S53) that takes into account the battery regulation function of the thermal system 120.

[0079] The first HBC logic can be a battery forced discharge method executed under the operating conditions of the battery regulation mode of the thermal system 120.

[0080] That is, the controller 130 operates in battery regulation mode (S530). Battery regulation mode refers to thermal management of the battery temperature (T) to maintain battery performance within an allowable temperature range (e.g., 20°C to 40°C). Through the thermal energy system 120, when the battery temperature (T) is higher than the allowable upper temperature limit of 40°C, the controller 130 can use the electric compressor 12 to cool the battery, and when the battery temperature (T) is lower than the allowable lower temperature limit of 20°C, the coolant electric heater 13 can use the coolant heater 13 to heat the battery.

[0081] If the battery SoC is greater than a first charging reference set above a threshold (e.g., 94%) ("Yes" in S531), the controller 130 performs high-power component inefficiency control (S532).

[0082] When the battery regulation mode is executed, the battery power consumption increases and the battery's SoC decreases depending on the operation of the electric compressor 12 or the electric heater 13. However, if the decrease in battery SoC is insufficient (e.g., if the SoC is greater than a first charging reference (e.g., 94%)), the controller 130 may perform inefficient control of high-power components.

[0083] In an embodiment, high-power component inefficiency control can refer to: increasing battery power consumption by controlling at least one high-power component in operation in a less efficient manner than necessary.

[0084] For example, controller 130 can increase the energy consumption of the electric compressor 12 or the coolant heater 13, which operates to cool the battery or raise its temperature during operation using the electric motor, beyond what is necessary. Therefore, as the battery discharge increases, the battery's SoC margin (i.e., regenerative braking capacity) can be ensured.

[0085] The controller 130 performs low-efficiency control of high-power components for a predetermined time. If the measured battery SoC is greater than the second charging reference (e.g., 92%) set based on the target discharge amount (e.g., -2%) ("Yes" in S533), it can determine that the current forced discharge rate is insufficient and can add discharge control to the inactive high-power components (S534).

[0086] For example, assuming the target discharge amount when forced discharge is performed for a predetermined time is -2%, the target discharge rate can be met when the battery SoC is equal to or less than 92% (which is the amount obtained by subtracting 2% from the previous battery SoC of 94%).

[0087] However, the forced discharge rate may vary depending on the vehicle's driving conditions. Therefore, when high-power component inefficiency control is implemented and the battery SoC is greater than 92% ("Yes" in S533), the forced discharge rate is slow, and regenerative braking may be limited when the charging energy generated by regenerative braking is still significant. Therefore, the controller 130 determines that the discharge amount controlled by the high-power component inefficiency is insufficient and ensures additional SoC margin by additionally operating the unoperated components.

[0088] Here, when performing additional operations on unoperated components, the controller 130 can also consider the battery cooling and battery heating operating conditions of the thermal system 120.

[0089] For example, when executing the battery regulation mode, the controller 130 can operate the coolant electric heater 13, which is not operated during battery cooling, and can increase the operation of the electric compressor 12 to cool the heat generated by the electric heater 13. That is, the controller 130 can operate the electric heater 13 and can increase the cooling capacity of the electric compressor 12 to ensure additional SoC margin for the battery.

[0090] When the battery temperature rises, the controller 130 can increase the operating level of the coolant electric heater 13 and operate the non-operating electric compressor 12 to dissipate the heat generated by the electric heater 13. That is, the controller 130 can increase the operating level of the electric heater 13 and operate the electric compressor 12 to ensure additional SoC margin for the battery.

[0091] The controller 130 can discharge the battery additionally due to the inefficient operation of the motor and coolant pump.

[0092] The controller 130 can perform regenerative braking limit control until the battery SoC drops to equal to or less than a threshold (e.g., 90%).

[0093] If the battery SoC is less than or equal to the first charging reference (e.g., 94%) in S531 ("No" in S531), or if the battery SoC is less than or equal to the second charging reference in S533 ("No" in S533), the controller 130 may perform regenerative braking limit control.

[0094] If the battery temperature (T) is within the allowable temperature range (e.g., 20°C to 40°C) in S52 ("Yes" in S52), the controller 130 can determine that a battery regulation mode is not required and can execute the second HBC logic to perform forced discharge on the inactive high-power components (S54).

[0095] The second HBC logic can be a forced battery discharge method executed under the condition that the battery regulation function of the thermal system 120 is not operated.

[0096] The controller 130 can compare the external temperature collected as status information in the second HBC mode with a high temperature reference value (e.g., 40°C) (S540).

[0097] If the external temperature is less than or equal to the high-temperature reference value (e.g., 40°C) ("Yes" in S540), the controller 130 can simultaneously operate the battery heating coolant electric heater 13 and the radiator 16 (S541). That is, the battery can be discharged through the coolant electric heater 13, and since the external temperature conditions are not high, the radiator 16 can be operated to dissipate the heat generated by the electric heater 13.

[0098] If the external temperature exceeds a high-temperature reference value (e.g., 40°C) ("No" in S540), the controller 130 can operate the battery heating coolant heater 13 and the cooler 17 (S543). That is, while discharging the battery through the coolant heater 13, the cooler 17 can be used to dissipate the heat generated by the heater 13 under high external temperature conditions. The advantage of this control strategy is that, under high external temperature conditions, because the discharge rate of the coolant heater 13 can be increased by the cooling increase through the cooler 17, the regenerative braking capacity (or battery margin) of the battery is ensured.

[0099] After S541 or S543, controller 130 may perform regenerative braking limit control (S55) until the battery SoC drops below a threshold (e.g., 90%).

[0100] The above describes an embodiment, but various modifications can be made.

[0101] For example, in the above embodiments, values ​​such as the threshold, first and second charging references, target discharge amount, allowable temperature range, and high temperature reference used in the HBC logic are not limited to these; they can be optimized through test learning or pre-specified algorithms (e.g., programs and probabilistic models).

[0102] Specifically, the threshold (e.g., 90%) can be a value used to substantially determine the starting point of forced battery discharge, which may not be limited to 90% and can be variably set through a user interface desired by the driver.

[0103] If the threshold is set to 90%, when the battery SoC is greater than 90%, the controller 130 can start forced battery discharge and can quickly disengage from the regenerative braking non-operation state.

[0104] When the threshold is set to 85% which is less than 90%, the controller 130 can have the following advantages: when the battery SoC is greater than 85%, the controller 130 can prevent (avoid) the regenerative braking non-operation situation by initiating forced battery discharge.

[0105] According to an embodiment, when the state of charge (SoC) of an electric vehicle's battery is close to full charge, a thermal energy system can be used to perform forced battery discharge to reduce changes in braking feel caused by sudden failure of regenerative braking and to prevent the risk of brake failure.

[0106] The amount of battery discharge can be ensured by controlling the inefficiency of high-power components in the energy system during forced battery discharge, or by selectively operating non-operating high-power components.

[0107] The driver can set the starting point for forced battery discharge to be equal to or less than the regenerative braking non-operation reference based on battery temperature. This has the effect of avoiding (disengaging) or preventing undesirable regenerative braking non-operation conditions in advance.

[0108] The embodiments of this disclosure described above can be implemented not only by devices and methods, but also by programs for implementing functions corresponding to the configurations of the embodiments of this disclosure, or by recording media for recording such programs.

[0109] Although this disclosure has been described in conjunction with embodiments that are now considered practical, it should be understood that this disclosure is not limited to the disclosed embodiments, but rather is intended to cover various modifications and equivalent configurations included within the spirit and scope of the appended claims.

Claims

1. A battery discharge method using a thermal energy system, the method comprising the following steps: Collect status information of electric vehicles during operation; When a brake pedal signal is input, determine whether the battery state of charge (SoC) is greater than a threshold. When the battery SoC is greater than the threshold, it is determined whether one or more high-power components of the thermal energy system are currently operating; as well as By executing the High SoC Braking Compensation (HBC) logic, one or more high-power components using the thermal energy system are controlled to be in a forced discharge mode.

2. The method according to claim 1, wherein, The steps of controlling the one or more high-power components to be in a forced discharge mode include: Depending on whether the thermal management mode of the thermal energy system is in operation, additional power from the battery is consumed by forcibly activating an unused first high-power component among the one or more high-power components; and The power consumption of the battery is increased by performing inefficient control on the second high-power component during the operation of the one or more high-power components.

3. The method according to claim 1, wherein, The steps for executing the HBC logic include: Determine whether the battery SoC is greater than the threshold; Determine if the battery temperature is within the allowable temperature range; and When the battery SoC is greater than the threshold and the battery temperature is outside the allowed temperature range, the first HBC logic, including the battery regulation mode of the thermal system, is executed.

4. The method according to claim 3, wherein, The steps for executing the first HBC logic include: Execute the battery regulation mode; When the battery SoC is greater than the first charging reference value, high-power component inefficiency control is executed; and After a predetermined time has elapsed since the high-power component was inefficient, discharge control is performed on the inactive high-power component when the battery SoC is greater than the second charging reference value.

5. The method according to claim 4, wherein, The steps for performing discharge control on inactive high-power components include: when the battery regulation mode is executed, Operating the unoperated coolant heater during the cooling of the battery; and Increase the amount of operation of the electric compressor in operation.

6. The method according to claim 4, wherein, The steps for performing discharge control on the non-operated high-power components include: when the battery regulation mode is executed, When the temperature of the battery rises, the operating rate of the coolant electric heater during operation is increased; and Operate the electric compressor that is not currently in operation.

7. The method according to claim 3, wherein, The steps for executing the HBC logic further include: when the battery SoC is greater than the threshold and the battery temperature is within the allowable temperature range, It was determined that the battery regulation mode was not needed; and The second HBC logic is executed to perform a forced discharge on one or more high-power components that are determined to be currently inactive.

8. The method according to claim 7, wherein, The steps for executing the second HBC logic include: When the external temperature does not exceed the high-temperature reference value, operate the battery heating coolant heater and radiator; and When the external temperature is greater than the high temperature reference value, the battery heating coolant electric heater and cooler are operated so that the discharge of the coolant electric heater increases the cooling capacity of the cooler.

9. A system for discharging a battery using a thermal energy system, the system comprising: A data detector is configured to collect state information during the operation of an electric vehicle, wherein the state information includes the battery state of charge (SoC). The thermal system is configured to: manage the operating temperature of the electric motor and the battery; and The controller is configured to use the thermal system to perform forced discharge control of the battery when the battery SoC is greater than a threshold, so as to prevent the operation of regenerative braking from being restricted.

10. The system according to claim 9, wherein, The status information also includes at least one of the following: Battery temperature; External temperature; Vehicle speed; Acceleration signal; Braking signal; and The operating status of the thermal energy system.

11. The system according to claim 9, wherein, The thermal system is also configured to selectively circulate refrigerant and coolant for thermal management of the following components: Including electronic components for the drive motor and inverter; The battery; and Automatic driving controller.

12. The system according to claim 9, wherein, The controller is also configured to: When forced discharge control is performed on the battery, the power of the battery is additionally consumed by forcing the operation of the first high-power component that is not currently in operation by executing the high SoC braking compensation HBC logic. as well as The power consumption of the battery is increased by performing inefficient control on the second high-power component in the current operation.

13. A method for managing regenerative braking of an electric vehicle, the method comprising the steps of: In response to receiving a brake pedal input signal, a first determination is made: the battery of the electric vehicle has a state of charge (SoC) greater than a threshold. A second determination is made: whether the multiple high-power components of the electric vehicle's thermal energy system are currently operating; as well as Based on the first determination and the second determination, one or more of the plurality of high-power components are operated in a forced discharge mode.

14. The method according to claim 13, wherein, The steps of operating the one or more high-power components in forced discharge mode include: Operate a first high-power component of the one or more high-power components to increase the power consumption of the battery, wherein the first high-power component is determined by the second determination to have been previously inactive; and Inefficient control of the second high-power component among the one or more high-power components is performed to further increase the power consumption of the battery, wherein the second high-power component is determined to be currently operating by the second determination.

15. The method according to claim 13, wherein, The steps of operating the one or more high-power components in forced discharge mode include: A third determination is made: whether the temperature of the battery is within the allowable temperature range.

16. The method according to claim 15, wherein, The step of operating the one or more high-power components in forced discharge mode further includes: when the temperature is within the allowable temperature range, The fourth determination is whether the external temperature is greater than the external temperature reference value.

17. The method according to claim 16, wherein, The step of operating the one or more high-power components in forced discharge mode further includes: when the external temperature is greater than an external temperature reference value, The electric heater that operates the thermal energy system; and Operate the cooler of the thermal system.

18. The method according to claim 16, wherein, The step of operating the one or more high-power components in forced discharge mode further includes: when the external temperature is not greater than an external temperature reference value, The electric heater that operates the thermal energy system; and Operate the heat sink of the thermal system.

19. The method according to claim 15, wherein, The step of operating the one or more high-power components in forced discharge mode further includes: when the temperature is not within the permissible temperature range, Execute the battery regulation mode of the thermal energy system.

20. The method according to claim 19, wherein, The steps for executing the battery regulation mode include: A fourth determination is made: the SoC of the battery is greater than the first charging reference value; Based on the fourth determination, inefficiency control of the first high-power component among the one or more high-power components is executed to increase the power consumption of the battery, wherein the first high-power component is determined to be currently operating by the second determination; After implementing inefficiency control, a fifth determination is made: the battery's SoC is greater than the second charging reference value; and Based on the fifth determination, the second high-power component of the one or more high-power components is operated to further increase the power consumption of the battery, wherein the second high-power component is determined by the second determination to have been previously inactive.

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