CN113479111A

Movatterモバイル変換

Info

Publication number: CN113479111A
Application number: CN202110779397.9A
Authority: CN
Inventors: 苍松; 赵征澜; 史来锋
Original assignee: Dongfeng Motor Group Co Ltd
Current assignee: Dongfeng Motor Group Co Ltd
Priority date: 2021-07-09
Filing date: 2021-07-09
Publication date: 2021-10-08

Abstract

The invention discloses a method and a device for controlling an electric automobile V2G, wherein the method comprises the following steps: receiving a discharging instruction triggered by a user; generating a discharge parameter based on the discharge instruction and the vehicle using requirements of the user; sending the discharge parameters to the V2G electric pile so that the V2G electric pile receives a scheduling instruction of the power grid energy management platform in real time; controlling a power battery of the electric automobile to discharge based on the scheduling instruction; and acquiring a discharge stop signal in real time, and controlling the power battery to stop discharging based on the discharge stop signal. The method has more accurate control in the process of participating in V2G discharge, improves the grid connection quality, and simultaneously avoids the influence of participating in V2G discharge on the normal use of a user.

Description

V2G control method and device for electric vehicle

Technical Field

The invention relates to the technical field of electric automobiles, in particular to a V2G control method and device of an electric automobile.

Background

The V2G (Vehicle-to-grid) technology can realize bidirectional interaction of energy and information between the grid and the electric Vehicle. The relation between the electric automobile and the power grid in the transmission sense is a one-way relation, the electric automobile obtains electric energy from the power grid, and information interaction between the electric automobile and the power grid is limited to a few of charging-related signal interactions. Based on the V2G technology, the electric vehicle not only obtains electric energy from the power grid, but also sends the electric energy to the power grid. The electric automobile discharges reasonably under the dispatching of the power grid, can provide the functions of peak shaving, frequency modulation and power system safety stabilization for the power grid, and can effectively consume renewable energy. For the user of the electric automobile, the user can also earn a good peak-valley difference price by charging when the electricity price is low and generating electricity when the electricity price is at a peak. However, most of the existing automobiles do not have the V2G function, and the electric automobiles with the partially added V2G function only primarily realize the discharge to the power grid, and the discharge is performed by a vehicle-mounted bidirectional charging and discharging machine or a motor in many ways, so that accurate control cannot be performed.

Therefore, the existing V2G control strategy is not accurate enough, and the normal use of the electric vehicle by a user is easily influenced due to low discharge control accuracy.

Disclosure of Invention

In view of the above problems, the invention provides a method and a device for controlling a V2G electric vehicle, which can control more accurately in the process of participating in V2G discharge, improve grid connection quality, and avoid the influence of the discharge of reference V2G on normal use of a user.

In a first aspect, the present application provides the following technical solutions through an embodiment:

a control method of an electric vehicle V2G comprises the following steps:

receiving a discharging instruction triggered by a user; generating a discharge parameter based on the discharge instruction and the vehicle using requirements of the user; sending the discharge parameters to a V2G electric pile so that the V2G electric pile receives dispatching instructions of a power grid energy management platform in real time; controlling a power battery of the electric automobile to discharge based on the scheduling instruction; and acquiring a discharge stop signal in real time, and controlling the power battery to stop discharging based on the discharge stop signal.

Optionally, the vehicle using requirements include vehicle using time and vehicle using mileage; generating a discharge parameter based on the discharge instruction and the vehicle using demand of the user, comprising:

acquiring an SOC lower limit value, an SOC upper limit value, an SOC current value, a highest discharge current and a lowest discharge voltage of the power battery based on the discharge instruction; acquiring V2G participation duration based on the vehicle using time; acquiring the total allowable discharge amount based on the mileage of the vehicle; the discharging parameters comprise an SOC lower limit value, an SOC upper limit value, an SOC current value, a highest discharging current, a lowest discharging voltage, a V2G participation time length and a total allowable discharging amount.

Optionally, the discharge stop signal is generated when any one of the following conditions is satisfied:

the discharge capacity of the power battery reaches the total allowable discharge capacity; the SOC value of the power battery reaches the SOC lower limit value; the discharge current of the power battery reaches the highest discharge current; the discharge voltage of the power battery reaches the lowest discharge voltage; and the discharge time of the power battery reaches the V2G participation time.

Optionally, the generating of the discharge stop signal includes:

acquiring the single-chip voltage of the power battery; judging whether the single-chip voltage smaller than a preset voltage threshold exists or not; and if so, generating the discharge stop signal.

Optionally, the controlling the power battery to stop discharging based on the discharge stop signal includes:

sending the discharge stopping signal to a vehicle control unit so that the vehicle control unit generates a disconnection instruction for disconnecting a relay; and disconnecting the main positive relay and the main negative relay based on the disconnection instruction so as to stop discharging the power battery.

Optionally, after the obtaining the discharge stopping signal in real time, the method further includes:

sending the discharge stop signal to the V2G electric pile so that the V2G electric pile acquires charge settlement data of the power grid energy management platform; and receiving the expense settlement data sent by the V2G electric pile.

In a second aspect, based on the same inventive concept, the present application provides the following technical solutions through an embodiment:

an electric vehicle V2G control device, comprising:

the receiving module is used for receiving a discharging instruction triggered by a user; the generating module is used for generating a discharging parameter based on the discharging instruction and the vehicle using requirement of the user; the sending module is used for sending the discharging parameters to the V2G electric pile so that the V2G electric pile receives a scheduling instruction of a power grid energy management platform in real time; the discharging module is used for controlling a power battery of the electric automobile to discharge based on the scheduling instruction; and the stopping module is used for acquiring a discharging stopping signal in real time and controlling the power battery to stop discharging based on the discharging stopping signal.

Optionally, the vehicle using requirements include vehicle using time and vehicle using mileage; the generation module is specifically configured to:

In a third aspect, based on the same inventive concept, the present application provides the following technical solutions through an embodiment:

an electric vehicle V2G control device, comprising: the system comprises a battery management system, a vehicle machine system and a vehicle control unit; wherein:

the car machine system is used for generating a discharging instruction according to the triggering operation of a user; the battery management system is used for receiving a discharging instruction triggered by a user and generating a discharging parameter based on the discharging instruction and the vehicle using requirement of the user; the battery management system is further used for sending the discharge parameters to a V2G electric pile so that the V2G electric pile receives scheduling instructions of a power grid energy management platform in real time; the battery management system is also used for controlling a power battery of the electric automobile to discharge based on the scheduling instruction; the battery management system is also used for acquiring a discharge stop signal in real time and sending the discharge stop signal to the vehicle control unit; the vehicle control unit is used for generating a disconnection instruction for disconnecting the relay based on the discharge stop signal; the battery management system is further used for controlling the power battery to stop discharging based on the disconnection instruction.

In a fourth aspect, based on the same inventive concept, the present application provides the following technical solutions through an embodiment:

an electric vehicle V2G control device comprising a processor and a memory coupled to the processor, the memory storing instructions that, when executed by the processor, cause the electric vehicle V2G control device to perform the steps of the method of any of the first aspects above.

In a fifth aspect, based on the same inventive concept, the present application provides the following technical solutions through an embodiment:

a computer-readable storage medium, having stored thereon a computer program which, when being executed by a processor, carries out the steps of the method of any of the first aspects.

According to the V2G control method and device for the electric vehicle, provided by the embodiment of the invention, the discharging instruction triggered by a user is received; generating a discharge parameter based on the discharge instruction and the vehicle using requirements of the user; then, the discharge parameters are sent to the V2G electric pile, so that the V2G electric pile receives a scheduling instruction of the power grid energy management platform in real time; then, controlling a power battery of the electric automobile to discharge based on the scheduling command; and finally, acquiring a discharge stop signal in real time, and controlling the power battery to stop discharging based on the discharge stop signal. In the embodiment of the invention, the discharge parameters are generated based on the discharge instruction and the vehicle demand, so that a scheduling basis is provided for a power grid energy management platform, the accuracy of discharge control is improved, and over-discharge is avoided; meanwhile, the power battery of the electric automobile discharges based on the scheduling instruction, and monitors a discharging stop signal while discharging, so that over-discharging or potential safety hazards are avoided, and the safety of the discharging process is ensured. Therefore, the method provided by the embodiment of the invention has the advantages that the control is more accurate in the process of participating in the V2G discharge, the grid connection quality is improved, and the influence of the discharge of the reference V2G on the normal use of the vehicle of a user is avoided.

The foregoing description is only an overview of the technical solutions of the present invention, and the embodiments of the present invention are described below in order to make the technical means of the present invention more clearly understood and to make the above and other objects, features, and advantages of the present invention more clearly understandable.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts. In the drawings:

FIG. 1 is a schematic structural diagram illustrating connection of an electric vehicle to a V2G electric pile according to an embodiment of the invention;

FIG. 2 is a flow chart illustrating a control method of an electric vehicle V2G according to an embodiment of the present invention;

fig. 3 shows a schematic structural diagram of a control device of an electric vehicle V2G provided in the embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

The method and the device for controlling the electric vehicle V2G can be applied to electric vehicles, and particularly can be applied to Battery Management systems (Battery Management systems) of the electric vehicles.

Referring to fig. 1, in the electric Vehicle, abattery management system 10, a Vehicle Control Unit (VCU) 20, and a Vehicle Machine system (Human Machine Interface) 30 implement processing and Control of information of the electric Vehicle. In addition, theterminal application 40 can be connected through thecar machine system 30, and theterminal application 40 can be mobile application software installed in a mobile phone, so that remote control can be facilitated. The vehicle control unit 20 has the following functions: monitoring the running state of a whole electric vehicle control system; diagnosing and processing charging and discharging faults; managing and controlling the energy of the whole vehicle; collecting and intelligently processing data of the whole vehicle; and processing and analyzing user data. Thebattery management system 10 functions as: establishing two-way information communication directly with the V2Gelectric pile 50; receiving the power demand of the power grid side in real time; feeding the battery status back to the gridenergy management platform 60 in real time; controlling the start and the end of the discharge of the electric automobile V2G; monitoring the charging and discharging safety of the battery; self-checking and fault diagnosis of the battery system; the battery key information is sent to the vehicle control unit 20 for comprehensive processing and is sent to thevehicle system 30 for real-time display. Thevehicle machine system 30 has the following functions: receiving relevant signals of thebattery management system 10 or the vehicle control unit 20 and displaying the relevant signals on a vehicle-mounted screen; establishing real-time interconnection of 4G, 5G, wireless network and the like with aterminal application 40 of an electric vehicle user; receiving a mobile phone remote control signal and transmitting the signal to the vehicle control unit 20 for comprehensive processing; and a man-machine interaction window is provided, and charging and discharging mode selection, personalized setting, charging and discharging starting or stopping and the like can be performed. The role of theterminal application 40 is: the electric vehicle user can perform V2G-related operations on theterminal application 40; for example, charge and discharge mode selection, personalized remote setting of V2G, remote start/stop of charge and discharge, real-time display of discharge state, display of remaining mileage, display of discharge benefit, and the like; and theterminal application 40 installed in the mobile phone can establish real-time interconnection with the in-vehicle system 30.

After the electric vehicle is connected to the V2Gelectrical post 50, thebattery management system 10 may interact with the V2Gelectrical post 50. The V2Gelectric pile 50 is communicatively coupled to the gridenergy management platform 60 and may interact with the gridenergy management platform 60. The gridenergy management platform 60 may schedule the V2Gelectric pile 50 connected thereto so as to charge or discharge electric vehicles within the authority range of the V2Gelectric pile 50, thereby achieving peak shaving of the grid.

First embodiment

Referring to fig. 2, a method for controlling an electric vehicle V2G according to a first embodiment of the present invention is shown, and the method is specifically applicable to a battery management system, and specifically, the method includes:

step S10: and receiving a discharging instruction triggered by a user.

In step S10, after the vehicle is parked at the V2G electric pole, the user may connect the dc gun of the V2G electric pole to the charging port of the electric vehicle. After the direct current gun is connected, the V2G electric pile confirms the gun inserting state, and the battery management system and the whole vehicle controller in the dormant state are awakened through hard line awakening. First, the battery management system will enter self-check, and when the self-check passes, the battery management system can generate a state signal that the self-check passes. The state signal is sent to the vehicle control unit, so that the vehicle control unit enters vehicle self-checking. Self-checking is carried out through the battery management system and the vehicle control unit, so that the power battery of the electric vehicle and the vehicle control unit can be determined to be in a good and fault-free state, and the safety of the charging process is ensured.

After the battery management system and the self-checking of the vehicle control unit are passed, the vehicle control unit can send a mode selection signal to the vehicle-mounted system, and the vehicle-mounted system can display mode type selection on a vehicle-mounted large screen. The mode types include a charge mode and a V2G discharge mode. If the user selects the V2G discharge mode, generation of a discharge command may be triggered. In addition, the car machine system can also be connected with a terminal application installed on a mobile phone of a user, and the user can select a V2G discharging mode on the terminal application to trigger the generation of a discharging instruction. The discharging instruction is sent to the battery management system through the vehicle-mounted device system, namely the battery management system receives the discharging instruction triggered by the user.

Step S20: and generating a discharge parameter based on the discharge instruction and the vehicle using requirement of the user.

In step S20, when the discharge command is received, the power battery will be discharged. However, it should also be ensured at this time that normal use by the user is not affected after the discharge. Therefore, parameters such as the SOC lower limit value, the SOC upper limit value, the SOC current value, the highest discharge current and the lowest discharge voltage of the power battery can be obtained based on the discharge instruction; the discharge amount and the discharge state can be monitored and calculated through the parameters. Further, the vehicle using requirements comprise the vehicle using time and the vehicle using mileage of the user. The vehicle using requirement can be input through a vehicle machine system or a terminal application. For example, when the user selects the V2G discharge mode, enter the V2G setting: (1) setting the using time, and determining the duration of participating in V2G discharge, namely the V2G participating duration, by using the using time and the starting time of V2G; (2) the possible vehicle mileage after the discharge of the V2G is finished. The setting information can be sent to the battery management system through the vehicle-mounted device system. In addition, the participation duration of V2G can be directly set through the car machine system, so that the user can conveniently and flexibly control the car, and the controllability is improved. The mileage consumed electric quantity corresponding to the vehicle mileage can be estimated through the vehicle mileage, and then the allowable discharge total quantity of the power battery at this time can be calculated based on the SOC lower limit value, the SOC current value and the mileage consumed electric quantity, so that the fact that the normal vehicle use of the user is not influenced by the participation of the power grid V2G in the discharge process is guaranteed. In this embodiment, the order of obtaining each of the discharge parameters is not limited.

The discharge parameters in the present embodiment at least include a SOC lower limit value, a SOC upper limit value, a SOC current value, a maximum discharge current, a minimum discharge voltage, a V2G participation time period, and a total allowable discharge amount. After the discharge parameters are acquired, the conditions for participating in the discharge of the power grid V2G are described. The battery management system can send 'V2G ready' information to the V2G electric pile, so that the V2G electric pile feeds back a handshake message, communication connection between the battery management system and the V2G electric pile is achieved, and information interaction is guaranteed.

Step S30: and sending the discharge parameters to a V2G electric pile so that the V2G electric pile receives dispatching instructions of a power grid energy management platform in real time.

In step S30, the communication between the battery management system and the V2G may be performed through a CAN (Controller Area Network) bus, further, the discharge parameter may be sent to the V2G electrical stub through the CAN bus, after the battery management system and the V2G electrical stub handshake succeeds, the battery management system further receives a closing relay command sent by the vehicle Controller, and controls the main positive relay, the main negative relay, and the fast charging relay according to the closing relay command, so that the electric vehicle starts to enter the V2G mode.

Further, after the discharge parameters received by the V2G electric pile, real-time interaction can be performed with a power grid energy management platform, and the power grid energy management platform issues a peak regulation scheduling instruction according to the peak regulation requirement. The peak shaving parameters in the scheduling instruction include: peak-shaving discharge highest voltage, peak-shaving discharge lowest voltage, peak-shaving discharge maximum current and peak-shaving discharge minimum current; the peak regulation parameters are all within the discharge parameter range of the power battery. Because the battery management system sends the discharge parameters to the V2G electric pile, when the peak shaving parameters are issued by the power grid energy management platform to carry out V2G discharge, the discharge conditions of the power battery discharge can be met, accurate control is realized, and damage to the electric vehicle is avoided.

Step S40: and controlling a power battery of the electric automobile to discharge based on the scheduling command.

In step S40, since the electrical load changes from moment to moment, the peak value of the power grid also changes in real time. Therefore, the battery management system needs to send the state information of the power battery to the V2G electric pile in a form of message in real time, where the state information at least includes: the "discharge voltage measurement value", "discharge current measurement value", "estimated remaining discharge time", "vehicle current mode", "vehicle current SOC", and the message interval may be 200ms to 400ms, for example, 230ms, 250ms, 270ms, and so on. And the V2G electric pile uploads the state information of the power battery to a power grid energy management platform. The regulation and control terminal of the power grid energy management platform can automatically calculate the estimated discharge electric quantity and the discharge time of the V2G at the time. Meanwhile, the regulation and control terminal of the power grid energy management platform monitors the power load and the power consumption demand in the platform area in real time, when the power load is in a peak period, the regulation and control terminal sends a power demand to the charging pile, at the moment, because the charging pile and the connected V2G electric automobile establish communication, in the V2G process, the power grid energy management platform sends a changed dispatching instruction to the V2G electric pile according to the real-time power grid load condition, the V2G charging pile automatically calculates the self-converted voltage and current range value and sends the voltage and current range value to the battery management system, and therefore the fact that the power supplied by the electric automobile is always in the range of the power grid demand is ensured.

Step S50: and acquiring a discharge stop signal in real time, and controlling the power battery to stop discharging based on the discharge stop signal.

In step S50, the charging may be stopped actively or passively by the user.

The discharge stop signal is generated when the discharge is actively stopped as follows:

1. when the user triggers a button for stopping the discharge of V2G on the in-vehicle system, or the user performs a stop V2G stop operation at the terminal application, the in-vehicle system may generate a discharge stop signal. The discharging stop signal can be sent to the vehicle control unit, the vehicle control unit confirms the state and generates a disconnection instruction for disconnecting the relay, the disconnection instruction is sent to the battery management system, and the battery management system disconnects the main positive relay and the main negative relay after receiving the instruction, so that the power battery stops discharging, and the power battery stops discharging. Then, the discharge stop signal or the disconnection command is also sent to the V2G electric pile, and the V2G electric pile is disconnected from the communication with the battery management system, so that the vehicle is under high voltage.

2. When the user unplugs the charging gun, the battery management system may detect that the gun is not connected. At this time, an end V2G discharge signal, such as "BMS _ V2GState ═ Finish", may be generated and sent to the vehicle controller. And the vehicle control unit confirms the state and generates a disconnection instruction for disconnecting the relay, the disconnection instruction is sent to the battery management system, and the battery management system disconnects the main positive relay and the main negative relay after receiving the instruction, so that the power battery stops discharging, and the power battery stops discharging.

The discharge stop signal is generated in the case of the passive stop as follows:

1. the discharge capacity of the power battery reaches the total allowable discharge capacity, and the normal vehicle use of a user is influenced by continuous discharge; at the moment, a discharge stop signal can be generated to guarantee the mileage requirement of the user for the vehicle.

2. The SOC value of the power battery reaches the SOC lower limit value, and the performance of the power battery is influenced by continuous discharging; at the moment, a discharge stop signal can be generated, and the safety of the power battery is guaranteed.

3. The discharging current of the power battery reaches the highest discharging current, and the safety of the power battery is possibly influenced by continuous discharging; at the moment, a discharge stop signal can be generated, and the safety of the power battery is guaranteed.

4. The discharge voltage of the power battery reaches the lowest discharge voltage, and the safety and the performance of the power battery can be influenced by continuous discharge; at this time, a discharge stop signal can be generated to ensure that the power battery does not continue to discharge. For example, when the battery management system detects that the minimum voltage of the power battery reaches 300V, the battery management system considers that the minimum voltage of the discharge control has been reached.

5. The discharge voltage of the power battery reaches the highest discharge voltage, at the moment, the power battery may have an overcharge fault, and the charge and discharge are not allowed. A discharge stop signal may be generated.

6. The discharge time of the power battery reaches the V2G participation time period, and a discharge stop signal can be generated.

Furthermore, since the safety of power batteries is of central importance, the occurrence of battery failures may pose unpredictable risks. Therefore, the present embodiment is also provided with an emergency stop operation. Possible emergency situations include: vehicle faults, discharge voltage and current abnormity, battery system parameter abnormity and emergency stop signals sent by a V2G electric pile are detected. When there is the above emergency, the battery management system may generate a discharge stop signal to stop the discharge of the power battery. The vehicle controller can detect vehicle faults; the battery management system can detect whether the discharge voltage and the current are abnormal or not and can also detect whether the parameters of the battery system are abnormal or not. In the event of a V2G electrical stake failure, an emergency stop signal value battery management system will be sent.

Due to the consideration on the safety and the service life of the power battery, the battery management system monitors important parameters of the power battery in real time during the discharge process of V2G: discharge current of the power battery, discharge power, battery temperature, and the like.

When the highest discharge current of the battery exceeds a preset current threshold, it is indicated that the discharge rate of the power battery is too fast, and the battery management system monitors that the current value is abnormal, and immediately generates and sends a signal stop discharge signal (for example, "BMS _ V2 gate ═ Finish") to the vehicle control unit; the preset current threshold may be 23A to 27A. In this embodiment, 25A is taken out, so that the battery has high discharge power while ensuring the safety of the battery.

When the battery discharge power is greater than the preset power threshold, the battery management system considers that the discharge power exceeds the maximum discharge power of the battery V2G, and the battery management system immediately generates and sends a discharge stop signal (e.g., "BMS _ V2 battery ═ Finish") to the vehicle control unit. The power threshold may be 23Kw to 27 Kw. In this embodiment, 25Kw is taken to improve the discharge efficiency while ensuring safety. In the actual implementation process, the discharge current and the discharge power can be judged simultaneously, so that the influence caused by instantaneous fluctuation is avoided, and the accuracy of abnormal judgment is improved.

Further, in order to avoid thermal runaway of the power battery, when the temperature of the power battery is detected to reach a preset temperature threshold, the battery management system immediately generates and sends a discharge stopping signal (for example, "BMS _ V2 battery ═ Finish") to the vehicle control unit. The temperature threshold can be set to 53-57 ℃, in the embodiment, 55 ℃ can be adopted, and higher safety can be ensured.

In order to determine the safety of the power battery from the single-chip level, the single-chip voltage is also detected in the implementation, so that the power battery is more finely monitored. Specifically, the method comprises the following steps: the battery management system collects and acquires the single-chip voltage of the power battery in real time; then, judging whether a single-chip voltage smaller than a preset voltage threshold exists or not; if yes, a discharge stop signal is generated and sent to the vehicle control unit. For example, when the cell voltage of any cell is less than 3V, the battery management system considers that the cell parameters are abnormal, and the charging and discharging needs to be stopped; at this time, the battery management system immediately sends a signal "BMS _ V2 gate — Finish" to the vehicle controller.

In this embodiment, the collection frequency of the real-time discharge current, discharge voltage, discharge power and the like of the power battery can be the same as or greater than the transmission frequency of the message, so that the timeliness and reliability of data are ensured, and the accuracy of discharge control is improved.

In order to improve the experience of the user in this embodiment, the vehicle control unit may collect the vehicle-using habit, the charging and discharging habit of the user, and select a shortcut for the user to push V2G intelligently. For example, the shortcut mode may be: (1) a daily pattern, which may represent a set of discharge parameters that are used the most often by a user; (2) a light participation mode, which may represent a user participating in a set of discharge parameters with a minimum amount of discharge; (3) and a maximum profit mode, wherein the mode can indicate that the electric vehicle discharges the most electric quantity within the allowable range of the SOC value of the battery. When a user opens a terminal application of a mobile phone or selects V2G to discharge in a vehicle system, three V2G discharge shortcut modes can be quickly selected on a display screen, the user does not need to input the V2G participation time at this time, the user needs to use the mileage after the V2G is finished, and the like, and the shortcut modes can achieve the best effect on the basis of ensuring the customer requirements.

Finally, after acquiring the discharge stop signal in real time, the method further comprises the following steps: sending a discharging stop signal to the V2G electric pile so that the V2G electric pile obtains the expense settlement data of the power grid energy management platform; the charge settlement data is sent to the V2G electric pile by the power grid energy management platform, and the battery management platform receives the charge settlement data sent by the V2G electric pile. The fee settlement data may be presented on the user's terminal application or on the car machine system. In addition, because the time node of disconnecting the charging gun from the vehicle is not controllable, the charge settlement data can be directly pushed to the registered user bound with the vehicle by the power grid energy management platform.

In the scheme of the embodiment, the V2G function is realized without increasing hardware cost at the electric automobile end, and the high-voltage safety problem caused by adding a DC/AC converter at the electric automobile end is also avoided; the electric automobile discharges to the power grid, and a power battery is directly connected with a direct current pile (V2G electric pile), so that energy loss and electric energy quality influence caused by excessive energy conversion and energy transfer of middle parts are avoided; the electric automobile discharges to the power grid, the power battery is directly connected with the direct current pile, and the automobile and the power grid end CAN communicate through the CAN, so that real-time information interaction is realized. And the communication between the battery management system and the direct current pile meets the communication protocol requirement between the vehicle-pile-network. The battery management system can monitor the discharge current and voltage of the power battery to ensure the safety of the battery; the user can set the endurance mileage requirement and the participating V2G discharge time; the user can be ensured to obtain the discharge income of V2G and ensure the travel demand; the vehicle control unit can collect the vehicle using behaviors and the charging and discharging rules of the user, three different types of quick V2G access selection are generated according to the big data of the user using behaviors, and the user is free from excessive setting to guarantee that the vehicle can enjoy benefits brought by V2G.

In summary, in the control method of the electric vehicle V2G provided in this embodiment, the method receives a discharge instruction triggered by a user; generating a discharge parameter based on the discharge instruction and the vehicle using requirements of the user; then, the discharge parameters are sent to the V2G electric pile, so that the V2G electric pile receives a scheduling instruction of the power grid energy management platform in real time; then, controlling a power battery of the electric automobile to discharge based on the scheduling command; and finally, acquiring a discharge stop signal in real time, and controlling the power battery to stop discharging based on the discharge stop signal. In the embodiment, the discharge parameters are generated based on the discharge instruction and the vehicle demand, so that a scheduling basis is provided for a power grid energy management platform, the accuracy of discharge control is improved, and over-discharge is avoided; meanwhile, the power battery of the electric automobile discharges based on the scheduling instruction, and monitors a discharging stop signal while discharging, so that over-discharging or potential safety hazards are avoided, and the safety of the discharging process is ensured. Therefore, the method of the embodiment has more accurate control in the process of participating in the V2G discharge, improves the grid connection quality, and avoids the influence of the discharge of the reference V2G on the normal use of the user.

Second embodiment

Referring to fig. 3, a second embodiment of the present invention provides acontrol device 300 for an electric vehicle V2G based on the same inventive concept. The electric vehicleV2G control device 300 comprises:

areceiving module 301, configured to receive a discharging instruction triggered by a user; agenerating module 302, configured to generate a discharge parameter based on the discharge instruction and the vehicle demand of the user; a sendingmodule 303, configured to send the discharge parameter to a V2G electric pile, so that the V2G electric pile receives a scheduling instruction of a power grid energy management platform in real time; the dischargingmodule 304 is used for controlling a power battery of the electric automobile to discharge based on the scheduling instruction; the stoppingmodule 305 is configured to obtain a discharge stopping signal in real time, and control the power battery to stop discharging based on the discharge stopping signal.

As an alternative embodiment, the vehicle demand includes vehicle time and vehicle mileage; thegenerating module 302 is specifically configured to:

As an alternative embodiment, the discharge stop signal is generated when any one of the following conditions is satisfied:

As an optional implementation manner, the stoppingmodule 305 is further configured to generate a discharge stopping signal; and is specifically used for:

As an optional implementation manner, the stoppingmodule 305 is further specifically configured to:

As an optional implementation manner, the system further includes a fee obtaining module, configured to, after the real-time obtaining of the discharge stopping signal:

It should be noted that, the implementation and technical effects of thecontrol device 300 for an electric vehicle V2G according to the embodiment of the present invention are the same as those of the foregoing method embodiment, and for the sake of brief description, reference may be made to corresponding contents in the foregoing method embodiment for parts of the embodiment that are not mentioned.

Third embodiment

Based on the same inventive concept, the third embodiment of the present application further provides a control device for an electric vehicle V2G, including: the system comprises a battery management system, a vehicle machine system and a vehicle control unit; wherein:

It should be noted that, in the control device of the electric vehicle V2G provided in the embodiment of the present invention, the specific implementation and the resulting technical effects of each system are the same as those of the foregoing method embodiment, and for the sake of brief description, reference may be made to the corresponding contents in the foregoing method embodiment for the non-mentioned points of the present embodiment.

Fourth embodiment

Based on the same inventive concept, a fourth embodiment of the present application further provides an electric vehicle V2G control device, comprising a processor and a memory, the memory being coupled to the processor, the memory storing instructions that, when executed by the processor, cause the electric vehicle V2G control device to perform the steps of the method of any one of the first embodiments described above.

It should be noted that, in the control device of the electric vehicle V2G provided in the embodiment of the present invention, when the above instructions are executed by the processor, the specific implementation and the resulting technical effect of each step are the same as those of the foregoing method embodiment, and for a brief description, for the sake of brevity, reference may be made to the corresponding contents in the foregoing method embodiment for the non-mentioned points of the embodiment.

Fifth embodiment

Based on the same inventive concept, a fifth embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the steps of the method according to any one of the first embodiments.

It should be noted that, in the computer-readable storage medium provided by the embodiment of the present invention, when the program is executed by the processor, the specific implementation of each step and the technical effect produced by the step are the same as those of the foregoing method embodiment, and for the sake of brief description, for the sake of brevity, no mention in this embodiment may be made to the corresponding contents in the foregoing method embodiment.

The term "and/or" appearing herein is merely one type of associative relationship that describes an associated object, meaning that three relationships may exist, e.g., a and/or B, may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship; the word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. A control method of an electric vehicle V2G is characterized by comprising the following steps:

receiving a discharging instruction triggered by a user;

generating a discharge parameter based on the discharge instruction and the vehicle using requirements of the user;

sending the discharge parameters to a V2G electric pile so that the V2G electric pile receives dispatching instructions of a power grid energy management platform in real time;

controlling a power battery of the electric automobile to discharge based on the scheduling instruction;

and acquiring a discharge stop signal in real time, and controlling the power battery to stop discharging based on the discharge stop signal.

2. The method of claim 1, wherein the in-vehicle demand comprises time to use and mileage to use; generating a discharge parameter based on the discharge instruction and the vehicle using demand of the user, comprising:

acquiring an SOC lower limit value, an SOC upper limit value, an SOC current value, a highest discharge current and a lowest discharge voltage of the power battery based on the discharge instruction;

acquiring V2G participation duration based on the vehicle using time;

acquiring the total allowable discharge amount based on the mileage of the vehicle; the discharging parameters comprise an SOC lower limit value, an SOC upper limit value, an SOC current value, a highest discharging current, a lowest discharging voltage, a V2G participation time length and a total allowable discharging amount.

3. The method according to claim 2, characterized in that the discharge stop signal is generated when any one of the following conditions is satisfied:

the discharge capacity of the power battery reaches the total allowable discharge capacity;

the SOC value of the power battery reaches the SOC lower limit value;

the discharge current of the power battery reaches the highest discharge current;

the discharge voltage of the power battery reaches the lowest discharge voltage;

and the discharge time of the power battery reaches the V2G participation time.

4. The method of claim 1, wherein the generating of the discharge stop signal comprises:

acquiring the single-chip voltage of the power battery;

judging whether the single-chip voltage smaller than a preset voltage threshold exists or not;

and if so, generating the discharge stop signal.

5. The method of claim 1, wherein the controlling the power battery to stop discharging based on the discharge stop signal comprises:

sending the discharge stopping signal to a vehicle control unit so that the vehicle control unit generates a disconnection instruction for disconnecting a relay;

and disconnecting the main positive relay and the main negative relay based on the disconnection instruction so as to stop discharging the power battery.

6. The method of claim 1, wherein after acquiring the discharge stopping signal in real time, further comprising:

sending the discharge stop signal to the V2G electric pile so that the V2G electric pile acquires charge settlement data of the power grid energy management platform;

and receiving the expense settlement data sent by the V2G electric pile.

7. An electric vehicle V2G control device, comprising:

the receiving module is used for receiving a discharging instruction triggered by a user;

the generating module is used for generating a discharging parameter based on the discharging instruction and the vehicle using requirement of the user;

the sending module is used for sending the discharging parameters to the V2G electric pile so that the V2G electric pile receives a scheduling instruction of a power grid energy management platform in real time;

the discharging module is used for controlling a power battery of the electric automobile to discharge based on the scheduling instruction;

and the stopping module is used for acquiring a discharging stopping signal in real time and controlling the power battery to stop discharging based on the discharging stopping signal.

8. An electric vehicle V2G control device, comprising: the system comprises a battery management system, a vehicle machine system and a vehicle control unit; wherein:

the car machine system is used for generating a discharging instruction according to the triggering operation of a user;

the battery management system is used for receiving a discharging instruction triggered by a user and generating a discharging parameter based on the discharging instruction and the vehicle using requirement of the user;

the battery management system is further used for sending the discharge parameters to a V2G electric pile so that the V2G electric pile receives scheduling instructions of a power grid energy management platform in real time;

the battery management system is also used for controlling a power battery of the electric automobile to discharge based on the scheduling instruction;

the battery management system is also used for acquiring a discharge stop signal in real time and sending the discharge stop signal to the vehicle control unit;

the vehicle control unit is used for generating a disconnection instruction for disconnecting the relay based on the discharge stop signal;

the battery management system is further used for controlling the power battery to stop discharging based on the disconnection instruction.

9. An electric vehicle V2G control apparatus, comprising a processor and a memory coupled to the processor, the memory storing instructions that, when executed by the processor, cause the electric vehicle V2G control apparatus to perform the steps of the method of any of claims 1-6.

10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.