Notice of Pre-AIA or AIA Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA 35 U.S.C. 102 and 103 (or as subject to pre-AIA 35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claim 1 and 8-10 and 11 and 21-22 are rejected under 35 U.S.C. sec. 102(a)(2) as being anticipated by Chinese Patent Application Pub. No.: CN 112009303 A to SAIC (EP Patent Application Pub. No.: EP3744553A1).
In regard to claim 1, and 11, SAIC discloses “….1. (Original) A discharge control method applied to an electric automobile,
comprising: (see abstract and claims 1-7)
acquiring a voltage signal output by a discharge apparatus which has been connected to a load, and acquiring battery capacity information of a bidirectional
charger connected to the discharge apparatus; (see paragraph 56-61)
determining a load type corresponding to the acquired voltage signal according to a pre-established corresponding relationship between the voltage signal and the load type; and (see paragraph 44-53)
controlling the bidirectional charger to discharge the load according to a preset discharge strategy corresponding to the determined load type and the battery capacity information. (see paragraph 7-11 and claims 1-22)
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA 35 U.S.C. 102 and 103 (or as subject to pre-AIA 35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
This application currently names joint inventors. In considering patentability of the claims the examiner presumes that the subject matter of the various claims was commonly owned as of the effective filing date of the claimed invention(s) absent any evidence to the contrary. Applicant is advised of the obligation under 37 CFR 1.56 to point out the inventor and effective filing dates of each claim that was not commonly owned as of the effective filing date of the later invention in order for the examiner to consider the applicability of 35 U.S.C. 102(b)(2)(C) for any potential 35 U.S.C. 102(a)(2) prior art against the later invention.
Claims 2-7 and 12-18 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Application Pub. No.: CN 112009303 A to SAIC (EP Patent Application Pub. No.: EP3744553A1) and in view of Chinese Patent Application Pub. No.: CN 108099645 to Chongqing filed in 2018.
In regard to claim 1 and 12, the primary reference is silent but Chongqing teaches “…2. (Original) The method according to claim 1, wherein when the determined load type is a specified type, controlling the bidirectional charger to discharge the load
according to a preset discharge strategy corresponding to the determined load type and
the battery capacity information comprises:
determining a battery capacity grade of the bidirectional charger based on the battery capacity information and a capacity grading rule; and controlling the bidirectional charger to discharge the load based on a discharge strategy corresponding to the battery capacity grade”. (see claims 1-9 and paragraph 1-30).
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
In regard to claim 3 and13 , the The primary reference is silent but Chongqing teaches 3. (Original) The method according to claim 2, wherein controlling the
bidirectional charger to discharge the load based on a discharge strategy corresponding
to the battery capacity grade comprises:
determining a voltage and a current during discharge based on the discharge (After detecting the power of the load, a discharge parameter is calculated from the power of the load. The discharge parameters are the requested power battery pack output current value, the requested power battery pack output voltage value and the requested power battery pack output power, and the output values of the requested power battery pack are sent to the power battery pack. It should be noted that, the present embodiment also does not limit the device for calculating the discharge parameter. Generally, different types of loads require different discharge parameters, and different types of loads of the same type may require different discharge parameters. Therefore, it is possible to calculate the current value required by the load and the voltage value required by the load, that is, the power pack output current value to be requested and the power pack output voltage value to be requested, by acquiring the information of the load and according to the acquired required power value of the load. Specifically, the required power value and the rated current value of the load may be detected, the rated current value is the required current value, and the voltage value required by the load may be calculated according to the required power value and the required current value. It should be noted that the algorithm in the example is only one algorithm for calculating the discharge parameter, and the specific algorithm for calculating the discharge parameter is not limited in this embodiment.
S40: and sending the discharge parameters to the power battery pack so as to control the power battery pack to provide electric energy for the load.
Specifically, after the discharge parameters are calculated, the discharge parameters are sent to the power battery pack. It should be noted that the power battery pack provides a power source for the load, that is, the storage battery for the electric vehicle in this embodiment. Specifically, the power battery pack is mainly distinguished from a starter battery used for starting an automobile engine. It should be noted that the power battery pack may be a valve-port sealed lead-acid battery, an open-type tubular lead-acid battery, or a lithium iron phosphate battery, and the specific type of the power battery pack is not limited in this embodiment.
Specifically, after the discharge parameters are sent to the power battery pack, the power battery pack is enabled to have a discharge reference value, and then the power battery pack is controlled to provide electric energy for the load according to the discharge parameters instead of discharging blindly.
The method for controlling electric vehicle discharge provided by the embodiment detects in advance whether the connection state of the load and the electric vehicle meets the discharge condition; acquiring a discharge instruction under the condition that a discharge condition is met; and then, by detecting the power of the load, calculating a discharge parameter according to the power of the load, and sending the discharge parameter to the power battery pack, so that the actual discharge parameter is adjusted, and the power of the power battery pack is transmitted to the load according to the discharge parameter. The discharge parameters are set according to the actual required electric energy condition of the load, so that the power transmission can be carried out on the loads with various parameters, but not only on other electric vehicles.
On the basis of the above embodiments, the present embodiment further describes and optimizes the technical solution, and specifically, the terminal is specifically a mobile terminal or a vehicle-mounted terminal.
That is, in the case where the discharging condition is satisfied, a discharging request instruction is transmitted to the mobile terminal or the in-vehicle terminal to receive a discharging instruction of the mobile terminal or the in-vehicle terminal. Specifically, when the discharging condition is met, a command signal requesting for confirming discharging is sent to the mobile terminal or the vehicle-mounted terminal, and the mobile terminal or the vehicle-mounted terminal sends command information for confirming discharging operation after receiving the command signal. It should be noted that the charge and discharge state information can be displayed by setting the integrated audio/video system, and the discharge time can be set by the audio/video integrated system.
On the basis of the above embodiments, the present embodiment further describes and optimizes the technical solution, and specifically, if the load is an ac electrical appliance, the present embodiment further includes controlling an inverter between the power battery pack and the load to convert the dc power into ac power, and then transmitting the ac power to the load.)
strategy corresponding to the battery capacity grade; and
controlling the bidirectional charger to discharge the load based on the voltage and the current. (see claims 1-9 and paragraph 1-30).
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
In regard to claim 4 and 14, the primary reference is silent but Chongqing teaches 4. (Original) The method according to claim 3, wherein controlling the
bidirectional charger to discharge the load based on the voltage and the current
comprises: when the battery capacity grade is a first grade, determining a maximum current at which bidirectional charger discharging at a specified voltage, and determining the specified voltage and the maximum current as the voltage and the current during discharge respectively; when the battery capacity grade is a second grade, determining a maximum voltage at which bidirectional charger discharging at a specified current, and determining the maximum voltage and the specified current as the voltage and the current during discharge respectively; when the battery capacity grade is a third grade, determining a maximum voltage and a maximum current that the bidirectional charger is able to supply, and determining the maximum voltage and the maximum current that the bidirectional charger is able to supply as the voltage and the current during discharge respectively;
wherein battery capacities corresponding to the first grade, the second grade and the third grade are decreased in sequence”. (Fig. 3 is a flowchart of another electric vehicle discharge control method according to an embodiment of the present invention. The present embodiment further describes and optimizes the technical solution with respect to the previous embodiment. Specifically, before sending the discharge parameters to the power battery pack, the method further comprises:
s50: the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained in advance.
Specifically, the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained by detecting the information of the power battery pack. It should be noted that the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are properties of the power battery pack of the electric vehicle. The energy storage capacity of the power battery pack is related to the factors such as the energy storage material, the capacity and the design mode of an output port of the power battery pack.
It should be noted that, after acquiring the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack, the information is sent to the vehicle control unit. The maximum allowable output current value, the maximum allowable output voltage value and the maximum allowable output power value of the power battery pack are different from each other in performance. In the embodiment, the maximum allowable output current value of the power battery pack is 30A, the maximum allowable output voltage value of the power battery pack is generally 220V, and the maximum allowable output power of the power battery pack is 6 kW.
S60: and calculating the maximum allowable output power value of the power battery pack according to the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack.
Specifically, after the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained, the maximum allowable output power value of the power battery pack is calculated according to the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack. Generally, the maximum allowable output power value of the power battery pack can be calculated through the vehicle control unit, or can be calculated through the battery management system, and the battery management system sends the calculated result to the power battery pack and feeds information back to the vehicle control unit. The embodiment does not limit the specific manner of calculating the maximum allowable output power value of the power battery pack.
S70: and judging whether the discharge parameters are all correspondingly smaller than the maximum allowable output current value of the power battery pack, the maximum allowable output voltage value of the power battery pack and the maximum allowable output power value of the power battery pack.
Specifically, the discharge parameters include a current value to be output by the power battery pack, a voltage value to be output by the power battery pack, and a maximum power value to be output by the power battery pack. It should be noted that, whether the discharge parameters are all correspondingly smaller than the maximum allowable output current value of the power battery pack, the maximum allowable output voltage value of the power battery pack, and the maximum allowable output power value of the power battery pack, that is, the current value to be output by the power battery pack needs to be smaller than the maximum allowable output current value of the power battery pack, the voltage value to be output by the power battery pack needs to be smaller than the maximum allowable output voltage value of the power battery pack, and the maximum required output power value of the power battery pack needs to be smaller than the maximum allowable output power value of the power battery pack. It can be understood that, when the discharge parameter is greater than the maximum allowable output current value of the power battery pack, the maximum allowable output voltage value of the power battery pack, and the maximum allowable output power value of the power battery pack, that is, the discharge parameter required by the load is greater than the maximum allowable value that the power battery pack itself can provide, and therefore, the power battery pack does not provide the electric energy required by the load.
Through the steps, whether the power battery pack can provide the electric energy of the discharge parameters required by the load or not is judged, so that the discharge control method of the electric vehicle is safer and more scientific.
Fig. 4 is a flowchart of another method for calculating a discharge parameter according to an embodiment of the present invention. The present embodiment further describes and optimizes the technical solution with respect to the previous embodiment. Specifically, the method further comprises the following steps:
s41: state information of the power battery pack and power consumption information of the electric vehicle are detected.
S42: and calculating a discharge parameter according to the power of the load, the state information of the power battery pack and the power consumption information of the electric vehicle.
It can be understood that the most basic function of the power battery pack is to meet the power demand of the electric vehicle itself, and therefore, before preparing to discharge the load, the state information of the power battery pack, including information such as the power information of the power battery pack, the temperature information of the power battery pack, and the fault information of the power battery pack, may be detected.
Specifically, the power information of the power battery pack may include information such as total power and remaining power of the power battery pack. That is, when the discharge parameter is calculated, the influence of the electric quantity information of the power battery pack on the discharge parameter is further considered on the basis of considering the power of the load. In addition, a threshold value of the power battery pack for supplying the electric energy to the load can be preset and further used as an influence factor for calculating the discharge parameters. For example, the threshold is set to 50% of the total power of the power battery pack, and when the remaining power of the power battery pack is lower than 50% of the total power, the discharge parameter is lower overall based on the power of the load, or the power can be supplied to the load only when the remaining power of the power battery pack exceeds 50% of the total power.
Specifically, the temperature information of the power battery pack can be monitored by setting a temperature-sensitive resistor, and the monitored temperature information of the power battery pack is used as another influence factor for calculating the discharge parameter. A temperature threshold may be preset, and when the temperature of the power battery pack is higher than the threshold or lower than the threshold, corresponding measures may be taken. For example, when the temperature is too high, the power battery pack is controlled to stop supplying the electric energy to the load, or the voltage value of the electric energy supplied to the load is smaller, and the like.
Specifically, the service condition of the power battery pack is monitored in real time to detect whether the power battery pack has faults, such as short circuit, open circuit and the like, and corresponding measures need to be taken timely to enable the discharging process to be smoothly performed.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
In regard to claim 5 and 15, the primary reference is silent but Chongqing teaches “…5. (Currently amended) The method according to claim 2, any of claims 2 to 4, further comprising:
communicating with the load to acquire information regarding an electric quantity expected by the load;
determining a remaining battery capacity of the bidirectional charger after a corresponding electric quantity is supplied, based on the battery capacity information and the information of the electric quantity expected by the load; and controlling the bidirectional charger to discharge the load after determining that the remaining battery capacity is higher than a preset value. (Fig. 3 is a flowchart of another electric vehicle discharge control method according to an embodiment of the present invention. The present embodiment further describes and optimizes the technical solution with respect to the previous embodiment. Specifically, before sending the discharge parameters to the power battery pack, the method further comprises:
s50: the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained in advance.
Specifically, the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained by detecting the information of the power battery pack. It should be noted that the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are properties of the power battery pack of the electric vehicle. The energy storage capacity of the power battery pack is related to the factors such as the energy storage material, the capacity and the design mode of an output port of the power battery pack.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
In regard to claim 6 and 16, the primary reference is silent but Chongqing teaches 6. (Original) The method according to claim 5, further comprising:
stopping discharging the load after determining that an electric quantity supplied by the bidirectional charger to the load reaches the electric quantity expected by the load”. (Fig. 3 is a flowchart of another electric vehicle discharge control method according to an embodiment of the present invention. The present embodiment further describes and optimizes the technical solution with respect to the previous embodiment. Specifically, before sending the discharge parameters to the power battery pack, the method further comprises:
s50: the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained in advance.
Specifically, the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are obtained by detecting the information of the power battery pack. It should be noted that the maximum allowable output current value of the power battery pack and the maximum allowable output voltage value of the power battery pack are properties of the power battery pack of the electric vehicle. The energy storage capacity of the power battery pack is related to the factors such as the energy storage material, the capacity and the design mode of an output port of the power battery pack.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
In regard to claim 7 and 17, the The primary reference is silent but Chongqing teaches “…7. (Original) The method according to claim 1, wherein when the determined load type is not a specified type, controlling the bidirectional charger to discharge the
load according to a preset discharge strategy corresponding to the determined load type and the battery capacity information comprises:
controlling the bidirectional charger to discharge the load at a set voltage and a current not higher than a set value based on the battery capacity information. (The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The core of the invention is to provide a control method for electric vehicle discharge, which can discharge different loads and improve the utilization rate of electric energy of the electric vehicle; another core of the present invention is to provide a device for controlling electric vehicle discharge and a vehicle control unit, both having the above beneficial effects.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 is a flowchart of a method for controlling electric vehicle discharge according to an embodiment of the present invention. As shown in the drawing, the control method of electric vehicle discharge includes:
s10: it is previously determined whether the connection state of the load and the electric vehicle satisfies the discharge condition.
Specifically, when the load needs to be charged, the vehicle controller is powered on at low voltage and initialized, and then the plug of the load is connected with the discharging socket of the electric vehicle. It should be noted that, the chassis ground signal line may be grounded, and signals may be connected to ensure that the connection between the load and the electric vehicle is stable, so as to ensure the safe operation of the discharging operation. And judging whether the communication between the electric vehicle and the load is normal or not by using the A + low-voltage signal. The electric vehicle and the load CAN carry out signal interaction through the direct-current charging CAN network, and the state of receiving electric energy of the load CAN be fed back in real time. Further, it is possible to detect whether the handbrake of the electric vehicle is pulled up, that is, to confirm that the electric vehicle is not in a braking state. The chassis ground signal, the a + low voltage signal, the dc charging CAN network, and the like are mainly used for communication connection between the electric vehicle and the load, and this embodiment is not limited thereto. And under the condition that the conditions are met, the whole vehicle controller controls high-voltage electrification and enters a high-voltage mode. And under the condition that the line connection is smooth, judging whether the connection state of the load and the electric vehicle meets the discharging condition or not. It should be noted that there are various ways to determine the connection state of the load and the electric vehicle, and this embodiment does not limit this, and only needs to ensure that the connection state of the load and the electric vehicle meets the preset discharge condition.
S20: and in the case that the discharging condition is met, sending a discharging request instruction to the terminal to receive the discharging instruction of the terminal.
When the discharge condition is satisfied, a discharge request command is transmitted to the terminal. The discharge request command may include vehicle state information and connection state information between the load and the electric vehicle, or may also include instruction information requesting discharge. And after receiving the command requesting for discharging, the terminal sends a discharging command. That is to say, after receiving the command requesting the discharging, the terminal confirms that the current electric vehicle meets the discharging condition, and feeds back the discharging command to remind that the discharging process can be performed. Specifically, the discharge instruction may be a preset signal rule, and a subsequent discharge process is performed according to the signal rule and the received discharge instruction. It should be noted that the discharging process can only be continued when the discharging condition is satisfied and a discharging instruction returned by the terminal is received. Further, the discharge instruction may further include a time of discharge. For example, the time of discharge is set by a discharge instruction to control the progress of discharge is immediately performed, or the progress of discharge is controlled at a predetermined time by reserving the discharge time. It should be noted that, in this embodiment, the device for sending the discharge request instruction is not limited.
S30: and detecting the power of the load, and calculating a discharge parameter according to the power of the load.
It should be noted that the operation of detecting the power of the load is generally performed in real time after the load is firmly connected to the electric vehicle. That is, after the load is firmly connected to the electric vehicle, the power of the load is continuously detected. It should be noted that the power of the load may be detected in real time by the vehicle controller, or may be detected by other devices, which is not limited in this embodiment.
After detecting the power of the load, a discharge parameter is calculated from the power of the load. The discharge parameters are the requested power battery pack output current value, the requested power battery pack output voltage value and the requested power battery pack output power, and the output values of the requested power battery pack are sent to the power battery pack. It should be noted that, the present embodiment also does not limit the device for calculating the discharge parameter. Generally, different types of loads require different discharge parameters, and different types of loads of the same type may require different discharge parameters. Therefore, it is possible to calculate the current value required by the load and the voltage value required by the load, that is, the power pack output current value to be requested and the power pack output voltage value to be requested, by acquiring the information of the load and according to the acquired required power value of the load. Specifically, the required power value and the rated current value of the load may be detected, the rated current value is the required current value, and the voltage value required by the load may be calculated according to the required power value and the required current value. It should be noted that the algorithm in the example is only one algorithm for calculating the discharge parameter, and the specific algorithm for calculating the discharge parameter is not limited in this embodiment.
S40: and sending the discharge parameters to the power battery pack so as to control the power battery pack to provide electric energy for the load.
Specifically, after the discharge parameters are calculated, the discharge parameters are sent to the power battery pack. It should be noted that the power battery pack provides a power source for the load, that is, the storage battery for the electric vehicle in this embodiment. Specifically, the power battery pack is mainly distinguished from a starter battery used for starting an automobile engine. It should be noted that the power battery pack may be a valve-port sealed lead-acid battery, an open-type tubular lead-acid battery, or a lithium iron phosphate battery, and the specific type of the power battery pack is not limited in this embodiment.
Specifically, after the discharge parameters are sent to the power battery pack, the power battery pack is enabled to have a discharge reference value, and then the power battery pack is controlled to provide electric energy for the load according to the discharge parameters instead of discharging blindly.
The method for controlling electric vehicle discharge provided by the embodiment detects in advance whether the connection state of the load and the electric vehicle meets the discharge condition; acquiring a discharge instruction under the condition that a discharge condition is met; and then, by detecting the power of the load, calculating a discharge parameter according to the power of the load, and sending the discharge parameter to the power battery pack, so that the actual discharge parameter is adjusted, and the power of the power battery pack is transmitted to the load according to the discharge parameter. The discharge parameters are set according to the actual required electric energy condition of the load, so that the power transmission can be carried out on the loads with various parameters, but not only on other electric vehicles.
On the basis of the above embodiments, the present embodiment further describes and optimizes the technical solution, and specifically, the terminal is specifically a mobile terminal or a vehicle-mounted terminal.
That is, in the case where the discharging condition is satisfied, a discharging request instruction is transmitted to the mobile terminal or the in-vehicle terminal to receive a discharging instruction of the mobile terminal or the in-vehicle terminal. Specifically, when the discharging condition is met, a command signal requesting for confirming discharging is sent to the mobile terminal or the vehicle-mounted terminal, and the mobile terminal or the vehicle-mounted terminal sends command information for confirming discharging operation after receiving the command signal. It should be noted that the charge and discharge state information can be displayed by setting the integrated audio/video system, and the discharge time can be set by the audio/video integrated system.
On the basis of the above embodiments, the present embodiment further describes and optimizes the technical solution, and specifically, if the load is an ac electrical appliance, the present embodiment further includes controlling an inverter between the power battery pack and the load to convert the dc power into ac power, and then transmitting the ac power to the load.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
In regard to claim 8 and 18, the SAIC discloses “…8. (Currently amended) The method according to claim 1 [[, any of claims 1 to 4 and 7]], further comprising:
controlling the bidirectional charger to discharge the load after the battery capacity information indicates that the battery capacity of the bidirectional charger is higher than a preset value. (see paragraph 64)
SAIC discloses “…9. (Currently amended) The method according to claim 1 [[, any of claims 1 to 4 and 7]], further comprising:
monitoring the battery capacity information of the bidirectional charger in the process of discharging the load; and
controlling the bidirectional charger to stop discharging the load, when determining that the battery capacity of the bidirectional charger is lowered to a preset value according to the monitored battery capacity information”. (see paragraph 60-65)
SAIC discloses “…10. (Currently amended) The method according to claim 2 , wherein the specified type is an electric automobile type.
Saic discloses “…21. (Currently amended) An electronic device, comprising: at least one
processor, and a memory communicatively connected thereto, wherein:
the memory stores an instruction set executable by the at least one processor,
and when executed by the at least one processor, the instruction set causes enables
the at least one processor to perform the steps of the method according to claim 1 any of
claims 1 to 10. (see claims 1-10 and the abstract) .
SAIC discloses “…22. (Currently amended) A non-transitory computer readable storage medium,
wherein when an instruction set stored by the in the storage medium is executed by a
processor of an electronic device, the electronic device performs can perform the steps
of the method according to claim 1 [[any of claims 1 to 10]] (see abstract and paragraph 1-20) .
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of SAIC with the teachings of CHONQING with a reasonable expectation of success since CHONGING teaches that different discharge conditions can be provided based on the control device and charging device. The discharge can provide for energy required by the load or temperature parameters and the fault or the age of the battery. This can provide a high discharge rate to a new battery that can handle this and then a second lower discharge rate when the battery pack of a second is older, and has a high temperature and also has faults and lower power consumption. This can provide an increased safety system and prevent a battery from exploded by receiving too much discharge voltage and current. See blocks 40-43 and claims 1-7 and paragraph 1-10.
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/JEAN PAUL CASS/Primary Examiner, Art Unit 3666
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