Control method and system of charging and swapping station, medium, device and charging and swapping station

Abstract

The present application relates to the technical field of charging and battery swapping, and particularly relates to a control method and system of a charging and battery swapping station, a medium, a device and the charging and battery swapping station. The present application aims to solve the problem that the charging and battery swapping station cannot fully meet the power demand of the power grid. To this end, the control method comprises the following steps: obtaining discharge demand information, and determining demand electric energy based on the discharge demand information; calculating total dischargeable electric energy provided by all dischargeable batteries in the charging and battery swapping station; comparing the demand electric energy and the total dischargeable electric energy; when the demand electric energy is greater than the total dischargeable electric energy, sending reverse battery swapping demand information outward, so that a vehicle responding to the reverse battery swapping demand information goes to the charging and battery swapping station for reverse battery swapping; determining a first discharge power of each dischargeable battery based on the discharge demand information and a first distribution strategy; and controlling each dischargeable battery to discharge outward according to the respective first discharge power. The present application can realize continuous external discharge of the charging and battery swapping station by using the reverse battery swapping function of the charging and battery swapping station.

Description

Technical Field

[0001] This invention relates to the field of charging and swapping technology, specifically to a control method, system, medium, device, and charging / swapping station for a charging and swapping station. Background Technology

[0002] The electric vehicle industry is developing rapidly, and consumers are increasingly choosing electric vehicles. As the number of electric vehicles on the road continues to increase, the demand for electric vehicle charging equipment is also growing. Charging and battery swapping stations, as a rapid energy replenishment solution, can provide a quick power supply, making charging as convenient as refueling, and are therefore highly favored by electric vehicle users.

[0003] Because charging and battery swapping stations store multiple power batteries, in addition to providing rapid energy replenishment services, they can also improve utilization and reduce operating costs by expanding their functions. For example, the power batteries within the station can be discharged and connected to the grid to achieve peak shaving and valley filling. However, the current discharge capacity of charging and battery swapping stations is limited and cannot fully meet the grid's electricity demand. The same problem exists with energy storage stations.

[0004] Accordingly, a new technical solution is needed in this field to solve the above problems. Summary of the Invention

[0005] To address at least one of the aforementioned problems in the prior art, namely, the inability of charging and battery swapping stations to fully meet the power demand of the power grid, this application provides a control method for a charging and battery swapping station. The charging and battery swapping station includes a battery swapping unit and multiple battery compartments. The battery compartments are used for charging and discharging batteries, and the battery swapping unit is used for replacing batteries in vehicles. The battery compartments are connected to the power-consuming unit via a bidirectional charging and discharging module.

[0006] The control method includes:

[0007] Obtain discharge demand information and determine the required electrical energy based on the discharge demand information;

[0008] Calculate the total discharge energy that all the dischargeable batteries in the charging and swapping station can provide;

[0009] Compare the required electrical energy with the total discharged electrical energy;

[0010] When the required electrical energy is greater than the total discharge electrical energy, reverse battery swapping demand information is sent out so that vehicles responding to the reverse battery swapping demand information can go to the charging and battery swapping station for reverse battery swapping.

[0011] Based on the discharge demand information and the first allocation strategy, the first discharge power of each dischargeable battery is determined.

[0012] Each dischargeable battery is controlled to discharge to the outside according to its own first discharge power.

[0013] In the preferred embodiment of the control method for the aforementioned charging and swapping station, the first allocation strategy is:

[0014] This ensures that when all the dischargeable batteries discharge to the outside at their respective first discharge power, they can discharge sequentially from their current state of charge to the discharge cutoff state of charge at equal preset intervals.

[0015] The preset interval is longer than the time required for the vehicle to reverse its battery swap.

[0016] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the control method further includes:

[0017] Calculate the energy gap based on the required energy and the total discharged energy;

[0018] Calculate the fastest discharge time for all dischargeable batteries to discharge from their current state of charge to the discharge cutoff state of charge at their respective first discharge power.

[0019] Based on the energy shortage and the fastest discharge time, calculate the required number of vehicles that need to perform reverse battery swapping and the required battery swapping time for each vehicle.

[0020] The step of "sending outward reverse battery swapping demand information" further includes:

[0021] Send the required quantity and the required battery swapping time to the outside world.

[0022] In the preferred embodiment of the control method for the above-mentioned charging and battery swapping station, the required battery swapping time is determined based on the fastest discharge time and the preset interval duration.

[0023] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the control method further includes:

[0024] Obtain the vehicle's status parameters and calculate the vehicle's first estimated arrival time based on the status parameters;

[0025] Based on the first estimated arrival time and the required battery swap time, a recommended battery swap time is determined;

[0026] Based on the suggested battery swapping time, a response recommendation is issued.

[0027] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the control method further includes:

[0028] Obtain demand response information and determine the second estimated arrival time of the next arriving vehicle;

[0029] Based on the second estimated arrival time, adjust the first discharge power of each dischargeable battery.

[0030] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the step of "adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time" further includes:

[0031] Determine whether the second estimated arrival time is later than the fastest discharge time;

[0032] If so, the first discharge power of each dischargeable battery is adjusted based on the second estimated arrival time.

[0033] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the step of "adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time" further includes:

[0034] The first discharge power is adjusted using the following formula:

[0035] P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn]

[0036] Wherein, P1_i is the first discharge power of the i-th dischargeable battery; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T1 is the second estimated arrival time; Tn is the current time; ΔT is the preset interval duration; i = 1, 2, ..., n, where n is the number of dischargeable batteries.

[0037] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, after the step of "adjusting the first discharge power of each dischargeable battery", the control method further includes:

[0038] Based on the second estimated arrival time, adjust the required battery swapping time; and / or

[0039] Estimate the remaining battery power of the vehicle when it arrives at the charging / swapping station, and adjust the required quantity based on the remaining battery power.

[0040] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the discharge demand information includes the required power and the required duration, and the control method further includes:

[0041] When the required electrical energy is less than or equal to the total discharge electrical energy, the second discharge power of each dischargeable battery is determined based on the required power and the second allocation strategy.

[0042] Control each dischargeable battery to discharge to the outside according to its own second discharge power;

[0043] Determine whether the total discharge duration meets the required duration;

[0044] When the discharge duration reaches the required duration, control each dischargeable battery to stop discharging.

[0045] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the control method further includes:

[0046] Calculate the maximum total output power of all dischargeable batteries in the charging and swapping station;

[0047] Calculate the sustainable discharge power based on the maximum total output power;

[0048] Report sustainable discharge power;

[0049] Wherein, the sustainable discharge power is less than the maximum total output power.

[0050] In the preferred embodiment of the control method for the aforementioned charging and battery swapping station, the control method further includes:

[0051] When a dischargeable battery discharges from its current state of charge to its discharge cutoff state of charge, the first discharge power of all other dischargeable batteries is increased.

[0052] The battery swapping unit is controlled to replace the battery in the vehicle with the battery that has been discharged to the state of discharge cutoff.

[0053] This proposal also provides a control system for a charging and battery swapping station, the station including a battery swapping unit and multiple battery compartments. The battery compartments are used for charging and discharging batteries, the battery swapping unit is used for replacing batteries in a vehicle, and the battery compartments are connected to the power-consuming unit via a bidirectional charging and discharging module.

[0054] The control system includes:

[0055] The acquisition module is configured to acquire discharge demand information;

[0056] The determining module is configured to determine the required electrical energy based on the discharge demand information;

[0057] A calculation module is configured to calculate the total discharge energy that all dischargeable batteries in the charging and swapping station can provide.

[0058] A comparison module is configured to compare the required electrical energy with the total discharge electrical energy.

[0059] A sending module is configured to send reverse battery swapping demand information when the required power is greater than the total discharge power, so that vehicles responding to the reverse battery swapping demand information can go to the charging and battery swapping station for reverse battery swapping.

[0060] The determining module is also configured to determine the first discharge power of each dischargeable battery based on the discharge demand information and the first allocation strategy.

[0061] A control module configured to control each dischargeable battery to discharge to the outside according to its respective first discharge power.

[0062] In the preferred technical solution of the control system of the above-mentioned charging and swapping station, the first allocation strategy is:

[0063] This ensures that when all the dischargeable batteries discharge to the outside at their respective first discharge power, they can discharge sequentially from their current state of charge to the discharge cutoff state of charge at equal preset intervals.

[0064] The preset interval is longer than the time required for the vehicle to reverse its battery swap.

[0065] In the preferred technical solution of the control system of the above-mentioned charging and battery swapping station, the calculation module is further configured to calculate the energy gap based on the demand energy and the total discharge energy, calculate the fastest discharge time for all dischargeable batteries to discharge from the current state of charge to the discharge cutoff state of charge at their respective first discharge power; and calculate the required number of vehicles that need to perform reverse battery swapping and the required battery swapping time for each vehicle based on the energy gap and the fastest discharge time.

[0066] The sending module is further configured to send the required quantity and the required battery swapping time to the outside world.

[0067] In the preferred technical solution of the control system of the above-mentioned charging and battery swapping station, the required battery swapping time is determined based on the fastest discharge time and the preset interval duration.

[0068] In the preferred technical solution of the control system of the above-mentioned charging and swapping station, the acquisition module is further configured to acquire the vehicle's status parameters;

[0069] The calculation module is further configured to calculate the first estimated arrival time of the vehicle based on the state parameters;

[0070] The determining module is further configured to determine a recommended battery swapping time based on the first estimated arrival time and the required battery swapping time.

[0071] The sending module is further configured to issue a response suggestion based on the suggested battery swap time.

[0072] In the preferred technical solution of the control system of the above-mentioned charging and swapping station, the acquisition module is further configured to acquire demand response information;

[0073] The determining module is further configured to determine a second estimated arrival time for the next arriving vehicle;

[0074] The control module is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time.

[0075] In the preferred embodiment of the control system of the aforementioned charging and battery swapping station, the control module is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time in the following manner:

[0076] Determine whether the estimated arrival time is later than the fastest discharge time;

[0077] If so, the first discharge power of each dischargeable battery is adjusted based on the second estimated arrival time.

[0078] In the preferred embodiment of the control system of the aforementioned charging and battery swapping station, the control module is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time in the following manner:

[0079] The first discharge power is adjusted using the following formula:

[0080] P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn]

[0081] Wherein, P1_i is the first discharge power of the i-th dischargeable battery; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T1 is the second estimated arrival time; Tn is the current time; ΔT is the preset interval duration; i = 1, 2, ..., n, where n is the number of dischargeable batteries.

[0082] In the preferred embodiment of the control system for the aforementioned charging and battery swapping station, the control module is further configured to adjust the required battery swapping time based on the second estimated arrival time; and / or

[0083] The calculation module is further configured to estimate the remaining battery power when the vehicle arrives at the charging / swapping station, and the control module is further configured to adjust the demand quantity based on the remaining battery power.

[0084] In the preferred technical solution of the control system of the aforementioned charging and battery swapping station, the discharge demand information includes the required power and the required duration.

[0085] The determining module is further configured to determine the second discharge power of each dischargeable battery based on the demand power and the second allocation strategy when the demanded power is less than or equal to the total discharge power.

[0086] The control module is further configured to control each dischargeable battery to discharge to the outside according to its respective second discharge power.

[0087] The comparison module is further configured to determine whether the total discharge duration has reached the required duration.

[0088] The control module is further configured to control each dischargeable battery to end its discharge when the discharge duration reaches the required duration.

[0089] In the preferred embodiment of the control system for the aforementioned charging and battery swapping station, the control system further includes:

[0090] The calculation module is further configured to calculate the maximum total output power of all dischargeable batteries in the charging and swapping station; and to calculate the sustainable discharge power based on the maximum total output power.

[0091] The transmitting module is further configured to report the continuous discharge power;

[0092] Wherein, the sustainable discharge power is less than the maximum total output power.

[0093] In the preferred technical solution of the control system of the above-mentioned charging and swapping station, the control module is further configured to increase the first discharge power of all other dischargeable batteries when a dischargeable battery discharges from its current state of charge to its discharge cut-off state of charge.

[0094] The control module is further configured to control the battery swapping unit to replace the battery in the vehicle with the battery that has been discharged to the state of discharge cutoff.

[0095] This proposal also provides a computer-readable storage medium storing a plurality of program codes adapted to be loaded and run by a processor to perform the control method for a charging / swapping station as described in any of the preferred technical solutions above.

[0096] This proposal also provides a control device, including:

[0097] processor;

[0098] A memory adapted to store multiple lines of program code, which are adapted to be loaded and run by the processor to execute the control method for the charging and swapping station described in any of the preferred technical solutions above.

[0099] This proposal also provides a charging and battery swapping station, which includes the control device described above.

[0100] By sending reverse battery swapping demand information when the demanded electrical energy exceeds the total discharge electrical energy, the control method of this application enables vehicles responding to the information to perform reverse battery swapping at the charging and swapping station. This method allows the charging and swapping station to discharge to the outside world and, by utilizing the battery swapping function of the charging and swapping station, swap batteries with high remaining charge in the vehicle with low remaining charge in the charging and swapping station. This achieves continuous discharge from the charging and swapping station and fully meets the power demand of the power-consuming department.

[0101] By controlling the dischargeable batteries to discharge to the external environment at equal preset intervals until they reach the discharge cutoff state, the orderly discharge of the dischargeable batteries is achieved while meeting power demand. Furthermore, the preset interval length is set to be longer than the time required for reverse battery swapping, ensuring that the battery swapping time is less than the interval between two adjacent dischargeable batteries reaching the discharge cutoff state. This allows for timely replacement of a dischargeable battery via reverse swapping when it reaches the discharge cutoff state, guaranteeing that the total output power of the dischargeable batteries meets the demand and remains stable, thus achieving continuous external discharge.

[0102] By determining the required battery swapping time based on the fastest discharge time and a preset interval, and then performing reverse battery swapping accordingly, combined with managing the first discharge power of each dischargeable battery, vehicles performing reverse battery swapping can perform reverse battery swapping in an orderly manner, while each dischargeable battery can also discharge in an orderly manner, ensuring the stability of continuous discharge and avoiding discharge interruption.

[0103] By calculating the first estimated arrival time of the vehicle, determining the suggested battery swapping time based on the first estimated arrival time, and providing response suggestions, the orderly progress of reverse battery swapping can be guaranteed to the greatest extent, avoiding discharge power fluctuations and discharge interruptions caused by the instability of vehicle arrival time.

[0104] By determining the second estimated arrival time of the vehicle and adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time, it can be ensured that the total discharge output power of all dischargeable batteries remains stable before the vehicle arrives at the charging and swapping station. This avoids the discharge being interrupted due to insufficient discharge power caused by too many dischargeable batteries discharging to the discharge cutoff state of charge before the vehicle arrives.

[0105] By adjusting the first discharge power of each dischargeable battery only when the second estimated arrival time is later than the fastest discharge time, overall discharge stability can be ensured and frequent power fluctuations can be avoided.

[0106] By adjusting the demand-based battery swapping time based on the second estimated arrival time, the vehicle dispatching scheme can be dynamically adjusted, avoiding over-scheduling or ineffective scheduling.

[0107] By calculating the maximum total output power of all dischargeable batteries and calculating and reporting the sustainable discharge power based on the maximum total output power, the service capacity of the current charging and battery swapping station can be assessed and reported, avoiding the situation where the entire station cannot provide continuous discharge service due to excessive power demand.

[0108] By increasing the initial discharge power of all other dischargeable batteries when one dischargeable battery is discharged to its discharge cutoff state of charge, the total output power can still meet the demand during the battery swapping process, thus achieving continuous discharge.

[0109] Solution 1. A control method for a charging and battery swapping station, characterized in that the charging and battery swapping station includes a battery swapping unit and multiple battery compartments, the battery compartments are used for charging and discharging batteries, the battery swapping unit is used for replacing batteries in a vehicle, and the battery compartments are connected to the power-consuming unit via a bidirectional charging and discharging module.

[0110] The control method includes:

[0111] Obtain discharge demand information and determine the required electrical energy based on the discharge demand information;

[0112] Calculate the total discharge energy that all the dischargeable batteries in the charging and swapping station can provide;

[0113] Compare the required electrical energy with the total discharged electrical energy;

[0114] When the required electrical energy is greater than the total discharge electrical energy, reverse battery swapping demand information is sent out so that vehicles responding to the reverse battery swapping demand information can go to the charging and battery swapping station for reverse battery swapping.

[0115] Based on the discharge demand information and the first allocation strategy, the first discharge power of each dischargeable battery is determined.

[0116] Each dischargeable battery is controlled to discharge to the outside according to its own first discharge power.

[0117] Option 2. The control method for the charging and swapping station according to Option 1, characterized in that the first allocation strategy is:

[0118] This ensures that when all the dischargeable batteries discharge to the outside at their respective first discharge power, they can discharge sequentially from their current state of charge to the discharge cutoff state of charge at equal preset intervals.

[0119] The preset interval is longer than the time required for the vehicle to reverse its battery swap.

[0120] Option 3. The control method for the charging and swapping station according to Option 2, characterized in that the control method further includes:

[0121] Calculate the energy gap based on the required energy and the total discharged energy;

[0122] Calculate the fastest discharge time for all dischargeable batteries to discharge from their current state of charge to the discharge cutoff state of charge at their respective first discharge power.

[0123] Based on the energy shortage and the fastest discharge time, calculate the required number of vehicles that need to perform reverse battery swapping and the required battery swapping time for each vehicle.

[0124] The step of "sending outward reverse battery swapping demand information" further includes:

[0125] Send the required quantity and the required battery swapping time to the outside world.

[0126] Scheme 4. The control method for the charging and battery swapping station according to Scheme 3, characterized in that the required battery swapping time is determined based on the fastest discharge time and the preset interval duration.

[0127] Option 5. The control method for the charging and swapping station according to Option 3, characterized in that the control method further includes:

[0128] Obtain the vehicle's status parameters and calculate the vehicle's first estimated arrival time based on the status parameters;

[0129] Based on the first estimated arrival time and the required battery swap time, a recommended battery swap time is determined;

[0130] Based on the suggested battery swapping time, a response recommendation is issued.

[0131] Option 6. The control method for a charging / swapping station according to any one of Options 1 to 5, characterized in that the control method further includes:

[0132] Obtain demand response information and determine the second estimated arrival time of the next arriving vehicle;

[0133] Based on the second estimated arrival time, adjust the first discharge power of each dischargeable battery.

[0134] Option 7. The control method for a charging / swapping station according to Option 6 (referring to Option 3 or 4), characterized in that the step of "adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time" further includes:

[0135] Determine whether the second estimated arrival time is later than the fastest discharge time;

[0136] If so, the first discharge power of each dischargeable battery is adjusted based on the second estimated arrival time.

[0137] Solution 8. The control method for the charging and swapping station according to Solution 7, characterized in that the step of "adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time" further includes:

[0138] The first discharge power is adjusted using the following formula:

[0139] P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn]

[0140] Wherein, P1_i is the first discharge power of the i-th dischargeable battery; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T1 is the second estimated arrival time; Tn is the current time; ΔT is the preset interval duration; i = 1, 2, ..., n, where n is the number of dischargeable batteries.

[0141] Solution 9. The control method for the charging and swapping station according to Solution 7, characterized in that, after the step of "adjusting the first discharge power of each dischargeable battery", the control method further includes:

[0142] Based on the second estimated arrival time, adjust the required battery swapping time; and / or

[0143] Estimate the remaining battery power of the vehicle when it arrives at the charging / swapping station, and adjust the required quantity based on the remaining battery power.

[0144] Option 10. The control method for the charging and swapping station according to Option 1, characterized in that the discharge demand information includes the required power and the required duration, and the control method further includes:

[0145] When the required electrical energy is less than or equal to the total discharge electrical energy, the second discharge power of each dischargeable battery is determined based on the required power and the second allocation strategy.

[0146] Control each dischargeable battery to discharge to the outside according to its own second discharge power;

[0147] Determine whether the total discharge duration meets the required duration;

[0148] When the discharge duration reaches the required duration, control each dischargeable battery to stop discharging.

[0149] Solution 11. The control method for the charging and swapping station according to Solution 1, characterized in that the control method further includes:

[0150] Calculate the maximum total output power of all dischargeable batteries in the charging and swapping station;

[0151] Calculate the sustainable discharge power based on the maximum total output power;

[0152] Report sustainable discharge power;

[0153] Wherein, the sustainable discharge power is less than the maximum total output power.

[0154] Option 12. The control method for the charging and swapping station according to Option 1, characterized in that the control method further includes:

[0155] When a dischargeable battery discharges from its current state of charge to its discharge cutoff state of charge, the first discharge power of all other dischargeable batteries is increased.

[0156] The battery swapping unit is controlled to replace the battery in the vehicle with the battery that has been discharged to the state of discharge cutoff.

[0157] Solution 13. A control system for a charging and battery swapping station, characterized in that the charging and battery swapping station includes a battery swapping unit and multiple battery compartments, the battery compartments are used for charging and discharging batteries, the battery swapping unit is used for replacing batteries in a vehicle, and the battery compartments are connected to the power-consuming unit via a bidirectional charging and discharging module.

[0158] The control system includes:

[0159] The acquisition module is configured to acquire discharge demand information;

[0160] The determining module is configured to determine the required electrical energy based on the discharge demand information;

[0161] A calculation module is configured to calculate the total discharge energy that all dischargeable batteries in the charging and swapping station can provide.

[0162] A comparison module is configured to compare the required electrical energy with the total discharge electrical energy.

[0163] A sending module is configured to send reverse battery swapping demand information when the required power is greater than the total discharge power, so that vehicles responding to the reverse battery swapping demand information can go to the charging and battery swapping station for reverse battery swapping.

[0164] The determining module is also configured to determine the first discharge power of each dischargeable battery based on the discharge demand information and the first allocation strategy.

[0165] A control module configured to control each dischargeable battery to discharge to the outside according to its respective first discharge power.

[0166] Scheme 14. The control system of the charging and swapping station according to Scheme 13, characterized in that the first allocation strategy is:

[0167] This ensures that when all the dischargeable batteries discharge to the outside at their respective first discharge power, they can discharge sequentially from their current state of charge to the discharge cutoff state of charge at equal preset intervals.

[0168] The preset interval is longer than the time required for the vehicle to reverse its battery swap.

[0169] Option 15. The control system of the charging and swapping station according to Option 14, characterized in that,

[0170] The calculation module is further configured to calculate the energy gap based on the required energy and the total discharge energy, calculate the fastest discharge time for all dischargeable batteries to discharge from the current state of charge to the discharge cutoff state of charge at their respective first discharge power; and calculate the required number of vehicles that need to perform reverse battery swapping and the required battery swapping time for each vehicle based on the energy gap and the fastest discharge time.

[0171] The sending module is further configured to send the required quantity and the required battery swapping time to the outside world.

[0172] Scheme 16. The control system of the charging and swapping station according to Scheme 15, characterized in that the required battery swapping time is determined based on the fastest discharge time and the preset interval duration.

[0173] Option 17. The control system of the charging and swapping station according to Option 15, characterized in that,

[0174] The acquisition module is also configured to acquire the vehicle's status parameters;

[0175] The calculation module is further configured to calculate the first estimated arrival time of the vehicle based on the state parameters;

[0176] The determining module is further configured to determine a recommended battery swapping time based on the first estimated arrival time and the required battery swapping time.

[0177] The sending module is further configured to issue a response suggestion based on the suggested battery swap time.

[0178] Option 18. The control system of the charging and swapping station according to any one of Options 13 to 17, characterized in that,

[0179] The acquisition module is further configured to acquire demand response information;

[0180] The determining module is further configured to determine a second estimated arrival time for the next arriving vehicle;

[0181] The control module is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time.

[0182] Option 19. The control system of the charging and swapping station according to Option 18 of Reference Option 15 or 16, characterized in that the control module is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time in the following manner:

[0183] Determine whether the estimated arrival time is later than the fastest discharge time;

[0184] If so, the first discharge power of each dischargeable battery is adjusted based on the second estimated arrival time.

[0185] Option 20. The control system of the charging and swapping station according to Option 19, characterized in that the control module is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time in the following manner:

[0186] The first discharge power is adjusted using the following formula:

[0187] P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn]

[0188] Wherein, P1_i is the first discharge power of the i-th dischargeable battery; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T1 is the second estimated arrival time; Tn is the current time; ΔT is the preset interval duration; i = 1, 2, ..., n, where n is the number of dischargeable batteries.

[0189] Option 21. The control system of the charging and swapping station according to Option 19, characterized in that,

[0190] The control module is further configured to adjust the required battery swapping time based on the second estimated arrival time; and / or

[0191] The calculation module is further configured to estimate the remaining battery power when the vehicle arrives at the charging / swapping station, and the control module is further configured to adjust the demand quantity based on the remaining battery power.

[0192] Option 22. The control system of the charging and swapping station according to Option 13, characterized in that the discharge demand information includes the required power and the required duration.

[0193] The determining module is further configured to determine the second discharge power of each dischargeable battery based on the demand power and the second allocation strategy when the demanded power is less than or equal to the total discharge power.

[0194] The control module is further configured to control each dischargeable battery to discharge to the outside according to its respective second discharge power.

[0195] The comparison module is further configured to determine whether the total discharge duration has reached the required duration.

[0196] The control module is further configured to control each dischargeable battery to end its discharge when the discharge duration reaches the required duration.

[0197] Option 23. The control system for the charging and swapping station according to Option 13, characterized in that the control system further includes:

[0198] The calculation module is further configured to calculate the maximum total output power of all dischargeable batteries in the charging and swapping station; and to calculate the sustainable discharge power based on the maximum total output power.

[0199] The transmitting module is further configured to report the continuous discharge power;

[0200] Wherein, the sustainable discharge power is less than the maximum total output power.

[0201] Option 24. The control system of the charging and swapping station according to Option 13, characterized in that,

[0202] The control module is further configured to increase the first discharge power of all other dischargeable batteries when one dischargeable battery discharges from its current state of charge to its discharge cutoff state of charge.

[0203] The control module is further configured to control the battery swapping unit to replace the battery in the vehicle with the battery that has been discharged to the state of discharge cutoff.

[0204] Scheme 25. A computer-readable storage medium storing a plurality of program codes, characterized in that the program codes are adapted to be loaded and run by a processor to perform the control method of a charging / swapping station as described in any one of Schemes 1 to 12.

[0205] Option 26. A control device, characterized in that it comprises:

[0206] processor;

[0207] A memory adapted to store multiple lines of program code, the program code being loaded and run by the processor to execute the control method for the charging and swapping station as described in any one of schemes 1 to 12.

[0208] Scheme 27. A charging and swapping station, characterized in that the charging and swapping station includes the control device described in Scheme 26. Attached Figure Description

[0209] The control method, system, medium, device, and charging / swapping station of this application are described below with reference to the accompanying drawings and in conjunction with the discharge of the charging / swapping station to the power grid. In the accompanying drawings:

[0210] Figure 1 This is a system diagram of the charging and battery swapping station of this application;

[0211] Figure 2 A flowchart of the control method for the charging / swapping station of this application;

[0212] Figure 3 This is a logic diagram of one possible implementation of the control method for the charging and swapping station of this application;

[0213] Figure 4 This is a system block diagram of the control system of the charging and swapping station of this application.

[0214] List of reference numerals

[0215] 1. Battery swapping platform; 2. Battery compartment; 21. Charge / discharge control board; 22. Bidirectional AC / DC module; 3. Main control unit; 4. Cloud server; 5. Battery;

[0216] 100. Control system of charging and swapping station; 110. Acquisition module; 120. Determination module; 130. Calculation module; 140. Comparison module; 150. Transmission module; 160. Control module. Detailed Implementation

[0217] Preferred embodiments of this application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of this application and are not intended to limit the scope of protection of this application. For example, although this embodiment is described in conjunction with the discharge of a charging / swapping station to the power grid, this is not intended to limit the scope of protection of this application. Those skilled in the art can apply this application to other application scenarios without departing from the principles of this application. For example, the technical solution of this application can also be applied to the discharge of a charging / swapping station to other equipment and power facilities. Here, the charging / swapping station in this application refers to a power facility capable of providing battery charging, discharging, and battery replacement. It can be an integrated charging / swapping station for electric vehicle battery swapping, a small battery swapping station, or an energy storage station with battery swapping functionality.

[0218] It should be noted that in the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0219] It should also be noted that, in the description of this application, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0220] First refer to Figure 1 This application describes the charging / swapping station. Figure 1 This is a system diagram of the charging and battery swapping station of this application. Solid lines in the diagram represent circuits, and dashed lines represent communication lines.

[0221] like Figure 1 As shown, the charging and battery swapping station of this application includes a main control unit 3, a battery swapping unit (not shown in the figure), and multiple battery compartments 2. The battery swapping unit is used to replace the battery 5 of the vehicle, and the battery compartments 2 are used for charging and discharging the battery 5. The battery compartments 2 are connected to the power-consuming part through a bidirectional charging and discharging module. The main control unit 3 is simultaneously communicatively connected to both the battery compartments 2 and the battery swapping unit to control the charging and discharging of the battery compartments 2 and the battery swapping of the battery swapping unit.

[0222] Specifically, multiple battery compartments 2 are provided, each capable of holding one battery 5. Each battery compartment 2 contains a charging / discharging branch, and each branch controls the charging and discharging of one battery 5. Each charging / discharging branch includes a charging / discharging control board 21, a bidirectional charging / discharging module, and other necessary electrical components such as wires, signal lines, and circuit breakers. In this application, the bidirectional charging / discharging module is a bidirectional AC / DC module 22, with the power source being the power grid. The battery 5 is connected to the power grid via the bidirectional AC / DC module 22. The charging / discharging control board 21 is connected to both the bidirectional AC / DC module 22 and the battery 5, communicating with both to acquire the battery 5's state parameters and control the charging / discharging process. These state parameters include, but are not limited to, charging power, discharging power, current, voltage, battery temperature, and state of charge (SOC). Although the bidirectional charge / discharge module is illustrated using AC / DC module 22 as an example in this application, in other embodiments, the bidirectional charge / discharge module may be adjusted based on the type of the power-consuming part and the battery 5.

[0223] The battery swapping unit includes a battery swapping platform 1 and related battery swapping devices, such as lifts and battery swapping robots. When a vehicle is parked on the battery swapping platform 1, the battery swapping device can transfer the battery on the vehicle to the battery compartment 2 and replace the battery 5 in the battery compartment 2 with the battery in the vehicle.

[0224] The main control unit 3 communicates with the charging and discharging control boards 21 of each charging and discharging branch via a communication bus to send control commands to the charging and discharging control boards 21 to control the charging and discharging operation of each charging and discharging branch. The main control unit 3 also communicates with the battery swapping unit via a communication bus to send battery swapping commands to the battery swapping unit and coordinate the battery swapping unit to perform battery swapping.

[0225] Furthermore, the main control unit 3 is also communicatively connected to the cloud server 4, enabling communication and interaction with the cloud server 4. In this application, the cloud server 4 can communicate with the vehicle, thereby enabling the main control unit 3 to send information uploaded to the cloud to the vehicle, and to return feedback information from the vehicle to the main control unit 3, etc.

[0226] Under normal circumstances, the workflow of a charging and battery swapping station is as follows: vehicle battery swapping → depleted battery transferred to the charging bay → depleted battery charging → battery fully charged and charging stopped → vehicle battery swapping.

[0227] When it is necessary to discharge to the power grid, the cloud server 4 receives the discharge request information and sends it to the main control unit 3. At this time, it can be operated manually on the touch screen of the main control unit 3, or the cloud server 4 can send a discharge command to the main control unit 3 to achieve automatic operation. The main control unit 3 then sends the discharge start and discharge power commands to the entire system to achieve external discharge. Of course, the main control unit 3 can also send the discharge start and discharge power commands to one or more charging and discharging branches.

[0228] After receiving the instruction from the main control unit 3, the charging / discharging control board 21 controls the bidirectional AC / DC module 22 to discharge the battery 5 and monitors the operating status of the battery 5, the bidirectional AC / DC module 22, and this branch in real time. As described in the background art, in the prior art, there are charging and battery swapping stations that discharge to the grid, but the main problem is that the discharge capacity provided by the charging and battery swapping station is limited and cannot meet the power demand of the grid. In this application, when the battery 5 in the charging and battery swapping station is low on power, the main control unit 3 sends the reverse battery swapping demand information to the cloud server 4, and the cloud server 4 sends reverse battery swapping scheduling information to nearby vehicles to schedule nearby vehicles with high remaining power to perform reverse battery swapping at the charging and battery swapping station. The high SOC battery in the vehicle is swapped into the battery compartment 2, and the low SOC battery 5 in the battery compartment 2 is swapped into the vehicle, realizing the continuous external discharge function of the charging and battery swapping station.

[0229] It should be noted that although the above embodiments describe one specific configuration of the charging and battery swapping station, this is not intended to limit the scope of protection of this application. Without departing from the principles of this application, those skilled in the art can adjust the specific form of the charging and battery swapping station described above so that the control method described below can be applied to more application scenarios.

[0230] For example, in an alternative implementation, the cloud server 4 can be omitted, and a communication module can be set in the main control unit 3 to communicate with nearby vehicles, and the main control unit 3 can be directly connected to the power grid to obtain discharge demand information.

[0231] The following reference Figure 2 This paper introduces the control method of the charging and battery swapping station of this application. Figure 2 This is a flowchart of the control method for the charging and swapping station of this application.

[0232] like Figure 2 As shown, in order to solve the problem that the operation of the entire charging and battery swapping station is disrupted when the main control system fails, the control method of the charging and battery swapping station in this application includes:

[0233] S101. Obtain discharge demand information and determine the required electrical energy based on the discharge demand information. For example, the discharge demand information includes the required power and the required duration. After receiving the discharge demand information, the cloud server sends the discharge demand information to the main control unit. The main control unit obtains the discharge demand information, analyzes it to obtain the required power and the required duration, and then calculates the required electrical energy based on the required power and the required duration, that is, calculates the product of the required power and the required duration to obtain the required electrical energy.

[0234] Of course, the required electrical energy can also be calculated by a cloud server after analyzing the discharge demand information. The required electrical energy, required power, and required duration are then sent together as discharge demand information to the main control unit, which directly extracts the required electrical energy from this information. In short, this application does not limit the specific method for determining the required electrical energy; any method capable of determining the required electrical energy can be applied to this application.

[0235] S103. Calculate the total discharge energy that all the dischargeable batteries in the charging and swapping station can provide. For example, the total discharge energy can be calculated based on the discharge capacity of each dischargeable battery, such as by adding up the discharge capacity of all dischargeable batteries.

[0236] In this application, a dischargeable battery refers to a battery whose current state of charge (hereinafter referred to as the current SOC) is greater than a certain percentage, such as a battery with a current SOC ≥ 15%. Here, 15% is also referred to as the discharge cutoff state of charge (hereinafter referred to as the discharge cutoff SOC). Although 15% is used as an example in this application, its specific value is not unique, and those skilled in the art can adjust it based on specific application scenarios.

[0237] In this application, the specific setting value of the discharge cutoff state of charge is mainly based on the premise that the remaining charge of the battery can support the vehicle to travel a certain distance (such as 50-100km) after reverse battery swapping, so as to avoid the vehicle being unable to drive normally due to insufficient remaining charge of the battery after reverse battery swapping.

[0238] S105. Compare the required electrical energy with the total discharged electrical energy. For example, after obtaining the required electrical energy and the total discharged electrical energy, compare their magnitudes by calculating the difference or ratio between them, in order to determine whether the total discharged electrical energy of the current charging and battery swapping station is sufficient to meet the needs of the power grid.

[0239] S107. When the demand for electrical energy exceeds the total discharge energy, a reverse battery swapping demand message is sent out so that vehicles responding to the reverse battery swapping demand message can go to the charging and battery swapping station for reverse battery swapping. For example, when the demand for electrical energy exceeds the total discharge energy, it proves that the total amount of electricity that the current charging and battery swapping station can discharge to the grid is insufficient to meet the grid's needs, or that the amount of electricity that the current charging and battery swapping station can discharge to the grid can only operate at the required power for a period of time, and cannot reach the required time. At this time, the main control unit sends the reverse battery swapping demand message to the cloud server so that the cloud server can distribute the reverse battery swapping demand message to vehicles near the charging and battery swapping station, so that vehicles responding to the reverse battery swapping demand message can go to the charging and battery swapping station for reverse battery swapping.

[0240] In this application, reverse battery swapping refers to replacing the high-SOC battery in the vehicle with the battery compartment, and replacing the low-SOC battery in the battery compartment with the vehicle, thereby increasing the total discharge energy of the charging and swapping station. When the total discharge energy increases to be greater than or equal to the power demand of the grid, the grid discharge demand can be met.

[0241] S109. Based on the discharge demand information and the first allocation strategy, determine the first discharge power of each dischargeable battery. For example, when the total discharge energy is less than the demand energy, priority is given to meeting the grid's demand power. The charging and battery swapping station is controlled to discharge to the grid using the demand power as the total output power, and waits for the vehicle to arrive at the charging and battery swapping station for reverse battery swapping during the discharge process. Thus, based on the demand power in the discharge demand information and the first allocation strategy, the first discharge power of each dischargeable battery is determined, such that the sum of the first discharge powers equals the demand power. The first allocation strategy can be average allocation, proportional allocation, or other allocation methods, etc. The following embodiments of this application will introduce a more preferred allocation method.

[0242] S111. Control each dischargeable battery to discharge according to its own first discharge power. For example, after determining the first discharge power of each dischargeable battery, control all dischargeable batteries to start operation according to their respective first discharge power, so that the total output power of the charging and swapping station is equal to the power demand of the power grid.

[0243] By sending reverse battery swapping demand information when the demanded electrical energy exceeds the total discharge electrical energy, the control method of this application enables vehicles responding to the information to perform reverse battery swapping at the charging and battery swapping station. This method allows the charging and battery swapping station to discharge to the outside world and, by utilizing the battery swapping function of the charging and battery swapping station, reverse swap the high-SOC battery on the vehicle with the low-SOC battery in the charging and battery swapping station. This achieves continuous discharge from the charging and battery swapping station and fully meets the power consumption needs of the power-consuming department.

[0244] The preferred embodiments of this application are described below.

[0245] In one implementation, the total discharge energy can be calculated using the following formula (1):

[0246] Qa=∑(SOC_i-SOC_end)×Qrated_i×η (1)

[0247] In formula (1), Qa is the total discharge energy; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; η is the discharge efficiency; i = 1, 2, ..., n, where n is the number of dischargeable batteries.

[0248] Using the above formula (1), the dischargeable energy of each dischargeable battery can be accurately obtained. Then, the dischargeable energy of each dischargeable battery is added together to obtain the total dischargeable energy of the charging and swapping station.

[0249] In one embodiment, the first allocation strategy is to enable all dischargeable batteries to discharge sequentially from their current state of charge to the discharge cutoff state of charge at equal preset intervals when discharging with their respective first discharge power.

[0250] Specifically, in addition to ensuring that the sum of the first discharge power of all dischargeable batteries equals the required power, this application further limits the distribution of discharge power for each dischargeable battery, enabling them to discharge in an orderly manner. In this application, all dischargeable batteries can be arranged in ascending order of remaining SOC. Then, the arranged batteries simultaneously discharge from their current SOC to the discharge cutoff SOC. After the first dischargeable battery reaches its discharge cutoff SOC, the next dischargeable battery discharges to its discharge cutoff SOC at preset intervals, thus determining the first discharge power of each battery. For example, assuming the number of dischargeable batteries is n, the time for the first battery to discharge to its discharge cutoff SOC is T0 (or the fastest discharge time), and the preset interval is ΔT, then the times for the remaining dischargeable batteries to discharge to their discharge cutoff SOC are: T0 + ΔT, T0 + 2ΔT, T0 + 3ΔT, ..., T0 + (n-1)ΔT. The method for determining T0 will be described in detail below.

[0251] In other words, the first discharge power needs to satisfy both formulas (2) and (3) simultaneously:

[0252] ∑P1_i×η=Preq (2)

[0253] P1_i=(SOC_i-SOC_end)×Qrated_i / [T0+(i-1)ΔT-Tn] (3)

[0254] In formulas (2) and (3), P1_i is the first discharge power of the i-th battery; η is the discharge efficiency; Preq is the required power; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T0 is the fastest discharge time; ΔT is the preset interval duration; Tn is the current time; i = 1, 2, ..., n, where n is the number of dischargeable batteries.

[0255] Preferably, the preset interval duration is determined based on the reverse battery swapping time, and the preset interval duration is longer than the time required for the vehicle to reverse battery swapping. For example, if the time from the start of battery swapping to the end of battery swapping, specifically from the start of the vehicle entering the battery swapping platform to the completion of battery swapping and exiting the platform, is 4-7 minutes, then the preset interval duration can be 8-12 minutes.

[0256] In this way, taking the first two batteries as an example, a complete reverse battery swap can be achieved within the time interval (i.e., the preset interval) between the first battery discharging to its discharge cutoff SOC and the second battery discharging to its discharge cutoff SOC. That is, when the first battery discharges to its discharge cutoff SOC, the battery swapping unit exchanges the first battery with the battery on the vehicle, while the second battery has not yet discharged to its discharge cutoff SOC. The replacement process for other batteries is similar and will not be described in detail.

[0257] By controlling the dischargeable batteries to discharge sequentially to the discharge cutoff state at equal preset intervals when discharging at a first discharge power, the control method of this application can achieve orderly discharge of the dischargeable batteries while meeting power demand. Furthermore, the setting of the preset interval length being longer than the time required for reverse battery swapping ensures that the battery swapping time is less than the interval between two adjacent dischargeable batteries discharging to the discharge cutoff state. This allows for timely replacement of a dischargeable battery via reverse battery swapping when it reaches the discharge cutoff state, ensuring that the total output power of the dischargeable batteries meets the demand and remains stable, thus achieving continuous external discharge.

[0258] It should be noted that although the above embodiment determines the first discharge power of each battery by arranging the dischargeable batteries in ascending order of remaining SOC, this is not a limitation. In other embodiments, those skilled in the art can arbitrarily choose the arrangement order of all dischargeable batteries, as long as the final determined first discharge power satisfies the first allocation strategy.

[0259] In one embodiment, the control method further includes: calculating the energy gap based on the demanded energy and the total discharged energy; calculating the fastest discharge time for all dischargeable batteries to discharge from their current state of charge to the discharge cutoff state of charge at their respective first discharge power; and calculating the required number of vehicles that need to perform reverse battery swapping and the required battery swapping time for each vehicle based on the energy gap and the fastest discharge time.

[0260] Specifically, before sending out reverse battery swapping demand information, the power shortage can be calculated based on the current data, and then the required number of vehicles for reverse battery swapping and the required battery swapping time of the vehicles can be determined, so as to improve the accuracy and timeliness of the release of reverse battery swapping demand.

[0261] Among them, the power shortage can be calculated based on the demand for power and the total discharge power, such as by using the following formula (4):

[0262] Qdiff=(Qreq-Qa) / η (4)

[0263] In formula (4), Qdiff is the energy gap; Qreq is the required energy; Qa is the total discharge energy; and η is the discharge efficiency.

[0264] After calculating the power shortage, the required number of vehicles needing reverse battery swapping can be further calculated. For example, the required number can be determined based on the following formula (5):

[0265] M = Qdiff / (E×a) (5)

[0266] In formula (5), M represents the demand quantity; Qdiff represents the energy gap; E represents the rated capacity of the battery; and a represents the energy coefficient, where a < 1. E can be determined using the rated capacity of a single battery, or by averaging or weighting multiple batteries of different specifications. a can be determined based on experience or experimentation. The larger the value of a, the fewer vehicles need to be dispatched, but the fewer vehicles will be found to meet the dispatching conditions (i.e., the remaining energy at arrival is greater than E × a).

[0267] The fastest discharge time T0 can be determined in several ways in this application, as follows:

[0268] In a preferred embodiment, the fastest discharge time T0 can be calculated using a forward calculation method. For example, when using the above formulas (2) and (3) to determine the first discharge power, the following equation (6) can be established by means of the relationship between the two formulas:

[0269] ∑(SOC_i-SOC_end)×Qrated_i / [T0+(i-1)ΔT-Tn]×η=Preq (6)

[0270] In equation (6), apart from T0, the other parameters such as the current state of charge (SOC_i) of each dischargeable battery, the discharge cutoff state of charge (SOC_end), the rated capacity (Qrated_i) of each dischargeable battery, the preset interval duration (ΔT), the current time (Tn), the discharge efficiency (η), and the required power (Preq) are all known quantities. Therefore, the value of T0 can be calculated, and T0 is the fastest discharge time.

[0271] In an alternative implementation, the fastest discharge time T0 can be calculated using a reverse calculation method. For example, after sending a reverse battery swapping request, when a vehicle responds, the arrival time of all responding vehicles can be estimated based on parameters such as vehicle location and current road conditions, and the earliest arrival time among all responding vehicles can be taken as the fastest discharge time T0. However, this implementation method has a certain probability that the sum of the first discharge power of all dischargeable batteries calculated will not equal the required power. Therefore, it is necessary to perform a secondary fine-tuning on each first discharge power to ensure that the sum of the first discharge power of all dischargeable batteries equals the required power.

[0272] In other embodiments, those skilled in the art can also determine the fastest discharge time T0 in other ways. For example, the first discharge power of each dischargeable battery can be determined first based on an average or proportional allocation method. Then, the discharge time of each battery can be calculated based on the ratio of the remaining charge of each dischargeable battery to the first discharge power. The shortest discharge time among all discharge times is taken as the fastest discharge time T0. Alternatively, a dischargeable battery can be determined first (e.g., randomly determined or selected from the dischargeable battery with the lowest current SOC). This dischargeable battery is then discharged at a preset power, and its discharge time is calculated as the fastest discharge time T0. The discharge times of other dischargeable batteries are all based on this fastest discharge time T0 plus a corresponding preset interval duration ΔT.

[0273] After calculating the fastest discharge time, the required battery swapping time is preferably determined based on the fastest discharge time and a preset interval. For example, as described in the first allocation strategy above, the dischargeable batteries in the charging and swapping station will sequentially discharge to the discharge cutoff SOC at times T0, T0+ΔT, T0+2ΔT, T0+3ΔT, ..., T0+(n-1)ΔT. Therefore, vehicles need to be scheduled to arrive at the charging and swapping station before these times to perform reverse battery swapping, ensuring that reverse battery swapping can be performed immediately once a dischargeable battery discharges to the discharge cutoff SOC. Therefore, the required battery swapping time needs to be before the fastest discharge time T0, or between the times when two adjacent dischargeable batteries discharge to the discharge cutoff SOC. That is, the required battery swapping time needs to be before T0, between T0 and T0+ΔT, between T0+ΔT and T0+2ΔT, ..., between T0+(n-2)ΔT and T0+(n-1)ΔT.

[0274] After determining the required quantity and battery swapping time, the step of sending reverse battery swapping demand information further includes sending the required quantity and battery swapping time. Thus, the cloud server sends reverse battery swapping demand information to vehicles near the charging / swapping station, requiring that the remaining battery power of the vehicle upon arrival at the station be greater than the aforementioned remaining battery power (E×a).

[0275] By calculating the required quantity and battery swapping time based on the power shortage, the accuracy and timeliness of reverse battery swapping demand reporting can be improved, which is conducive to the orderly discharge of charging and battery swapping stations. By determining the required battery swapping time based on the fastest discharge time and a preset interval, and then managing the first discharge power of each dischargeable battery, reverse battery swapping vehicles can perform reverse battery swapping in an orderly manner, while each dischargeable battery can also discharge in an orderly manner, ensuring the stability of continuous discharge and avoiding discharge interruptions.

[0276] In one embodiment, the control method further includes: acquiring the vehicle's state parameters and calculating a first estimated arrival time of the vehicle based on the state parameters; determining a suggested battery swap time based on the first estimated arrival time and the required battery swap time; and issuing a response suggestion based on the suggested battery swap time.

[0277] Specifically, when a vehicle responds to a reverse battery swapping request, a specific response suggestion can be provided based on the vehicle's first estimated arrival time at the charging / swapping station. The vehicle's status parameters include geographical location and speed. When responding to a reverse battery swapping request, the vehicle uploads its own status parameters. By acquiring these parameters and combining them with current road conditions, the arrival time at the charging / swapping station, i.e., the first estimated arrival time, can be estimated. Based on the estimated first arrival time and the determined battery swapping time, a relatively safe arrival time can be determined, and a response suggestion can be sent to the vehicle. For example, if the current time is 15:00, and the estimated first arrival time based on the vehicle's location and road conditions is 15:20, while the determined battery swapping times include 15:20, 15:30, and 15:40, then it can be determined that the vehicle is best suited for a 15:30 battery swapping time. In this case, a response suggestion of "recommending a 15:30 battery swapping time" is sent out and transmitted via a cloud server to the vehicle responding to the reverse battery swapping request. If the vehicle owner agrees to the suggestion, the vehicle will send the final response to the cloud server, which will then return the response to the main control unit.

[0278] By calculating the first estimated arrival time of the vehicle, determining the suggested battery swapping time based on the first estimated arrival time, and providing response suggestions, the orderly progress of reverse battery swapping can be guaranteed to the greatest extent, avoiding discharge power fluctuations and discharge interruptions caused by the instability of vehicle arrival time.

[0279] Of course, the above response suggestions can also be given at the same time as issuing the reverse battery swap request. In this case, it is necessary to obtain information such as the vehicle's real-time location, speed, and road conditions in advance. In addition, as long as the first estimated arrival time of the vehicle can be estimated, those skilled in the art can adjust the above estimation method, and such adjustments do not deviate from the principles of this application.

[0280] In one embodiment, the control method further includes: acquiring demand response information and determining a second estimated arrival time for the next arriving vehicle; and adjusting a first discharge power for each dischargeable battery based on the second estimated arrival time.

[0281] Specifically, due to factors such as road conditions and weather, even if a vehicle responds according to the suggested battery swap time, it may not arrive at the charging / swapping station on time. If a vehicle fails to arrive on time, or if the number of vehicles responding to reverse battery swap requests is insufficient to support a reverse battery swap every time a dischargeable battery reaches its discharge cutoff state of charge (SOC), the charging / swapping station may be unable to continuously discharge due to insufficient total output power. Therefore, after a vehicle responds, the initial discharge power of the dischargeable battery needs to be adjusted based on the estimated arrival time of the responding vehicle, so that the charging / swapping station can continuously discharge at the required power until the arrival of the reverse battery swap vehicle.

[0282] Therefore, after a vehicle responds to a reverse battery swapping request, the cloud server receives the vehicle's response and sends the result to the main control unit. Upon receiving the request response information, the main control unit determines the second estimated arrival time of the next arriving vehicle based on this information. The request response information may include the second estimated arrival time estimated by the cloud server, or it may only include vehicle status parameter information, which the main control unit then estimates. This application does not impose any restrictions on this. The calculation method for the second estimated arrival time is the same as the first estimated arrival time, and will not be repeated here. The determination of the second estimated arrival time can be performed periodically, or only once when the vehicle responds. Alternatively, the first estimated arrival time can be directly used as the second estimated arrival time.

[0283] After determining the second estimated arrival time, the step of "adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time" further includes: determining whether the second estimated arrival time is later than the fastest discharge time; if so, adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time.

[0284] For example, when the second estimated arrival time is earlier than the fastest discharge time, it means the next reverse battery swapping vehicle will arrive before the first dischargeable battery reaches its discharge cutoff SOC. In this case, there's no need to adjust the first discharge power of each dischargeable battery; simply continue discharging at the current first discharge power. Conversely, when the second estimated arrival time is later than the fastest discharge time, it means the next reverse battery swapping vehicle to arrive at the charging / swapping station will only arrive after the first dischargeable battery has reached its discharge cutoff SOC. If discharging continues at the current first discharge power, multiple dischargeable batteries may discharge to their discharge cutoff SOC consecutively, resulting in insufficient total output power to meet demand. In this case, adjusting the first discharge power of each dischargeable battery is necessary to avoid this situation.

[0285] In one implementation, the first discharge power can be adjusted using the following formula (7):

[0286] P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn] (7)

[0287] In formula (7), P1_i is the adjusted first discharge power of the i-th dischargeable battery; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T1 is the second estimated arrival time; ΔT is the preset interval duration; Tn is the current time; i = 1, 2, ..., n, where n is the number of dischargeable batteries. Similarly, this calculation method has a certain probability that the sum of the first discharge powers of all dischargeable batteries will not equal the required power. Therefore, it is necessary to perform secondary fine-tuning on each first discharge power to make the sum of the first discharge powers of all dischargeable batteries equal to the required power.

[0288] In other words, the second estimated arrival time T1 is used as the fastest discharge time to readjust the first discharge power of each dischargeable battery.

[0289] By determining the vehicle's second estimated arrival time and adjusting the first discharge power of each dischargeable battery based on this second estimated arrival time, it can be ensured that the total discharge output power of all dischargeable batteries remains stable before the vehicle arrives at the charging / swapping station. This avoids insufficient discharge power and forced discharge interruption due to too many dischargeable batteries discharging to the discharge cutoff state of charge before the vehicle arrives. By adjusting the first discharge power of each dischargeable battery only when the second estimated arrival time is later than the fastest discharge time, overall discharge stability can be guaranteed, avoiding frequent power fluctuations.

[0290] In one implementation, after the step of "adjusting the first discharge power of each dischargeable battery", the control method further includes: adjusting the required battery swapping time based on a second estimated arrival time; and / or estimating the remaining battery power when the vehicle arrives at the charging and battery swapping station, and adjusting the required quantity based on the remaining battery power.

[0291] Specifically, after the initial discharge power of the rechargeable batteries is adjusted, the time it takes for each rechargeable battery to discharge to its State of Charge (SOC) also changes accordingly. If the demand for battery swapping is still released according to the previous demand time, the arrival time of vehicles responding to the demand will be advanced overall, which is not conducive to orderly battery swapping. At this time, the demand for battery swapping can be readjusted and released based on the newly determined discharge time of each rechargeable battery to its SOC. For example, when the second estimated arrival time is T1, the demand for battery swapping can be released starting from the discharge time of the second battery to its SOC, between T1 and T1+ΔT, between T1+ΔT and T1+2ΔT, ..., between T1+(n-2)ΔT and T1+(n-1)ΔT.

[0292] Similarly, after a vehicle responds to the reverse battery swapping demand information, the remaining power of the vehicle when it arrives at the charging and battery swapping station is estimated. Then, the difference between the power shortage and the remaining power is calculated, and the demand quantity is recalculated based on this difference, thereby achieving accurate demand release and precise scheduling.

[0293] By adjusting the demand for battery swapping based on the second estimated arrival time, and readjusting the demand quantity based on the remaining battery power when the vehicle arrives at the charging and battery swapping station, the vehicle scheduling scheme can be dynamically adjusted, avoiding over-scheduling or ineffective scheduling.

[0294] In one embodiment, the control method further includes: when the required electrical energy is less than or equal to the total discharge electrical energy, determining the second discharge power of each dischargeable battery based on the required power and the second allocation strategy; controlling each dischargeable battery to discharge to the outside according to its respective second discharge power; determining whether the total discharge time has reached the required time; and controlling each dischargeable battery to end the discharge when the discharge time has reached the required time.

[0295] Specifically, when the demand for electrical energy is less than or equal to the total discharge energy, it proves that the total discharge energy of the currently dischargeable batteries can meet the grid's needs, or in other words, the amount of electricity that the current charging and battery swapping station can discharge to the grid can be discharged at the required power and run for the required time. At this time, the second discharge power of each dischargeable battery is determined directly according to the second allocation strategy, and then the discharge of each dischargeable battery is stopped after operating at its respective second discharge power for the required duration.

[0296] More preferably, the second preset allocation strategy is to allocate power according to the ratio between the states of charge (SOC) of each dischargeable battery. In other words, the second discharge power is the product of the ratio of the current SOC of the dischargeable battery to the total SOC and the required power, that is, to allocate the required power to all dischargeable batteries according to the ratio between the current SOC of each dischargeable battery, and to make the allocated second discharge power satisfy the following formula (8):

[0297] ∑P2_i×η_i=Preq (8)

[0298] In formula (5), P2_i is the second discharge power of the i-th dischargeable battery, η is the discharge efficiency, and Preq is the required power.

[0299] Of course, proportional allocation is only a preferred implementation method. In other implementation methods, the second discharge power can also be determined by means of average allocation, etc.

[0300] In one embodiment, the control method further includes: calculating the maximum total output power of all dischargeable batteries in the charging and swapping station; calculating the sustainable discharge power based on the maximum total output power; and reporting the sustainable discharge power; wherein the sustainable discharge power is less than the maximum total output power.

[0301] Specifically, for charging and battery swapping stations, the number of batteries available for discharge changes during operation. Factors such as the current number of batteries at the station and the number of batteries with a State of Charge (SOC) greater than the discharge cutoff SOC all affect the number of dischargeable batteries. Furthermore, each dischargeable battery has a maximum output power limit. These two factors combined cause the total discharge power that the charging and battery swapping station can provide to fluctuate. Moreover, to provide sustainable discharge service, all dischargeable batteries cannot simultaneously operate at their maximum output power. If the total output power were the sum of the maximum output power of all dischargeable batteries, then if even one dischargeable battery is not operating at its maximum output power, continuous discharge would be impossible. Therefore, this application avoids the inability to provide continuous discharge by setting a maximum output power that the charging and battery swapping station can provide.

[0302] For example, the sum of the maximum output power of all dischargeable batteries is calculated as the maximum total output power of the current charging and battery swapping station. Then, 60%-80% of the current maximum total output power is reported as the sustainable discharge power, allowing the grid to decide whether to issue a discharge demand based on this sustainable discharge power. In this way, when providing discharge services, the charging and battery swapping station of this application can meet the power demand of the grid, and each dischargeable battery has a power margin during the discharge process. The existence of this power margin ensures that the continuous discharge capacity of the entire station will not be affected when the initial discharge power of each dischargeable battery is appropriately increased or decreased. In practice, when participating in grid interaction, the total output power of the charging and battery swapping station is generally allowed to fluctuate within a certain range above and below the reported value (e.g., 0.8 to 1.2), and in order to avoid discharge interruption, the total output power can be slightly reduced within the allowable fluctuation range.

[0303] The ratio between sustainable discharge power and maximum total output power can be determined empirically or experimentally. For example, this value setting can allow up to 2-3 batteries to discharge to the discharge cutoff SOC while the entire station can still provide continuous discharge capability.

[0304] Of course, the above method of calculating sustainable discharge power is not the only one. Those skilled in the art can also make an estimate based on the maximum total output power, as long as a reasonable sustainable discharge power can be determined.

[0305] By calculating the maximum total output power of all dischargeable batteries and calculating and reporting the sustainable discharge power based on the maximum total output power, the service capacity of the current charging and battery swapping station can be assessed and reported, avoiding the situation where the entire station cannot provide continuous discharge service due to excessive power demand.

[0306] In one embodiment, the control method further includes: increasing the first discharge power of all other dischargeable batteries when a dischargeable battery discharges from its current state of charge to a discharge cutoff state of charge; and controlling the battery swapping unit to replace the battery in the vehicle with a battery that has discharged to a discharge cutoff state of charge.

[0307] For example, taking the first dischargeable battery as an example, when the first dischargeable battery discharges to its discharge cutoff SOC, if a reverse battery swapping vehicle has already arrived at the charging and swapping station, the battery swapping unit can be controlled to perform a reverse battery swap on the vehicle, replacing the high SOC battery on the vehicle with the first dischargeable battery, allowing the lower SOC battery to participate in the discharge service. During the reverse battery swapping process, since the first dischargeable battery stops discharging, the total output power of the entire station will decrease, failing to meet the power demand of the grid. At this time, the power of all other dischargeable batteries is increased, so that the total output power of the entire station equals the power demanded by the user, allowing it to continue discharging. The power of the first dischargeable battery can be evenly distributed to the other dischargeable batteries, or it can be distributed according to the current SOC ratio of the other dischargeable batteries; this application does not limit the specific distribution method used.

[0308] After the vehicle's batteries are swapped into the battery compartment, the main control unit can redetermine the first discharge power of each battery based on the current charge level of each dischargeable battery. It can also recalculate the remaining required energy and the current total discharge energy of the dischargeable batteries based on the remaining discharge time (required time minus discharged time), and compare the remaining required energy with the current total discharge energy to determine which discharge mode to use.

[0309] By increasing the initial discharge power of all other dischargeable batteries when one dischargeable battery is discharged to its discharge cutoff state of charge, the total output power can still meet the demand during the battery swapping process, thus achieving continuous discharge.

[0310] It should be noted that although the above implementation method is described in conjunction with a specific reverse battery swapping scheduling method, this is not intended to limit the scope of protection of this application. In other alternative implementation methods, when issuing a reverse battery swapping request, it is not necessary to issue the required quantity and battery swapping time. Correspondingly, it is not necessary to control all dischargeable batteries to discharge sequentially at preset intervals. Instead, it is only necessary to issue a scheduling request. When a vehicle responds to the request, the remaining power of the vehicle when it arrives at the charging and battery swapping station and the estimated arrival time are determined. The charging and battery swapping station then adjusts the discharge power accordingly to meet the continuous battery swapping requirement. However, although continuous discharge can be achieved in this way, the arrival time of the vehicle has a large degree of randomness, which may make it difficult to stabilize the discharge power or may lead to discharge interruption.

[0311] The following reference Figure 3 This application describes one possible control process. Figure 3 This is a logic diagram of one possible implementation of the control method for the charging and swapping station of this application.

[0312] like Figure 3 As shown, in one possible implementation:

[0313] S201, Obtain discharge requirement information.

[0314] S202, analyze the discharge demand information to obtain the required power Preq and the required duration Treq.

[0315] S203, calculate the required electrical energy Qreq=Preq×Treq.

[0316] S204, calculate the total discharge energy Qa of the dischargeable battery according to the above formula (1).

[0317] S205, determine whether Qa≥Qreq is true. If true, execute S212; otherwise, if false, execute S206.

[0318] S206. Determine the first discharge power P1_i of each dischargeable battery according to the above formulas (2) and (3), control each dischargeable battery to start discharging from the current SOC with its own first discharge power, and discharge until the discharge cutoff SOC with an equal preset interval time ΔT.

[0319] S207, calculate the energy gap Qdiff according to the above formula (4), and calculate the fastest discharge time T0 according to the above formula (6).

[0320] S208, calculate the required quantity according to the above formula (5), and determine the required battery swapping time based on the fastest discharge time T0 and the preset interval duration ΔT.

[0321] S209, send the required quantity and required battery swapping time to the cloud server, so that the cloud server can distribute the required quantity and required battery swapping time to vehicles near the charging and battery swapping station, so that the vehicles can respond to the reverse battery swapping demand.

[0322] S210, when a vehicle responds to a reverse battery swapping request, the second estimated arrival time T1 of the vehicle that arrives at the charging / swapping station fastest is determined based on the reverse battery swapping request. If the second estimated arrival time is later than the fastest discharge time T0, the first discharge power of each dischargeable battery is adjusted according to the above formula (7). At the same time, the required battery swapping time is adjusted based on the fastest discharge time, and the required quantity is adjusted based on the remaining power after the estimated arrival of the responding vehicle.

[0323] S211, after the vehicle arrives at the station, the control unit performs a reverse battery swap, exchanging the high-SOC battery on the vehicle with a dischargeable battery that has been discharged to its discharge cutoff SOC. After the battery swap is completed, the system returns to S202, where the remaining required energy is recalculated based on the required power and the remaining discharge time.

[0324] S212, determine the second discharge power P2_i of each dischargeable battery according to the above formula (8) and the second allocation strategy.

[0325] S213, control each dischargeable battery to start discharging from the current SOC with its own second discharge power, and count the discharge time T.

[0326] S214: Determine whether T≥Treq is true. If it is true, end the program; otherwise, if it is false, return to continue executing S213.

[0327] Although the steps in the above embodiments are described in the above sequence, those skilled in the art will understand that, in order to achieve the effect of this embodiment, different steps do not necessarily need to be executed in this order. They can be executed simultaneously (in parallel) or in a reverse order, and these simple variations are all within the scope of protection of this application. For example, S107 and S109-S111 can be executed simultaneously or in a reverse order.

[0328] The following reference Figure 4 This paper provides a brief introduction to the control system of the charging and battery swapping station proposed in this application. Among other things, Figure 4 This is a system diagram of the control system of the charging and swapping station of this application.

[0329] like Figure 4As shown, the control system 100 of the charging and battery swapping station of this application includes: an acquisition module 110, a determination module 120, a calculation module 130, a comparison module 140, a transmission module 150, and a control module 160. The acquisition module 110 is configured to acquire discharge demand information; the determination module 120 is configured to determine the required energy based on the discharge demand information; the calculation module 130 is configured to calculate the total discharge energy that all dischargeable batteries in the charging and battery swapping station can provide; the comparison module 140 is configured to compare the required energy with the total discharge energy; the transmission module 150 is configured to send reverse battery swapping demand information when the required energy is greater than the total discharge energy, so that vehicles responding to the reverse battery swapping demand information can go to the charging and battery swapping station for reverse battery swapping; the determination module 120 is also configured to determine the first discharge power of each dischargeable battery based on the discharge demand information and a first allocation strategy; the control module 160 is configured to control each dischargeable battery to discharge according to its respective first discharge power. In one embodiment, a description of the specific functions can be found in S101-S111.

[0330] In one embodiment, the first allocation strategy is to ensure that all dischargeable batteries, when discharging externally at their respective first discharge power, can sequentially discharge from their current state of charge to a discharge-off state of charge at equal preset intervals; wherein the preset interval is longer than the time required for reverse battery swapping by the vehicle. For a detailed description of the specific function implemented in one embodiment, please refer to the above method steps.

[0331] In one embodiment, the calculation module 130 is further configured to calculate the energy gap based on the required energy and the total discharged energy; calculate the fastest discharge time for all dischargeable batteries to discharge from their current state of charge to the discharge cutoff state of charge at their respective first discharge power; and calculate the required number of vehicles requiring reverse battery swapping and the required battery swapping time for each vehicle based on the energy gap and the fastest discharge time; the sending module 150 is further configured to send the required number and required battery swapping time to the outside world. For a detailed description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0332] In one implementation, the required battery swapping time is determined based on the fastest discharge time and a preset interval. In another implementation, a description of the specific functionality can be found in the method steps described above.

[0333] In one embodiment, the acquisition module 110 is further configured to acquire vehicle status parameters; the calculation module 130 is further configured to calculate a first estimated arrival time of the vehicle based on the status parameters; the determination module 120 is further configured to determine a suggested battery swap time based on the first estimated arrival time and the required battery swap time; and the sending module 150 is further configured to issue a response suggestion based on the suggested battery swap time. For a detailed description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0334] In one embodiment, the acquisition module 110 is further configured to acquire demand response information; the determination module 120 is further configured to determine the second estimated arrival time of the vehicle; and the control module 160 is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time. For a description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0335] In one embodiment, the control module 160 is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time by: calculating the fastest discharge time for all dischargeable batteries to discharge from their current state of charge to the discharge cutoff state of charge at their respective first discharge power; determining whether the estimated arrival time is later than the fastest discharge time; and if so, adjusting the first discharge power of each dischargeable battery based on the second estimated arrival time. For a detailed description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0336] In one embodiment, the control module 160 is further configured to adjust the first discharge power of each dischargeable battery based on the second estimated arrival time by adjusting the first discharge power using the following formula:

[0337] P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn]

[0338] Wherein, P1_i is the first discharge power of the i-th dischargeable battery; SOC_i is the current state of charge of the i-th dischargeable battery; SOC_end is the discharge cutoff state of charge of the dischargeable battery; Qrated_i is the rated capacity of the i-th dischargeable battery; T1 is the second estimated arrival time; Tn is the current time; ΔT is the preset interval duration; i = 1, 2, ..., n, where n is the number of dischargeable batteries. In one embodiment, a description of the specific functions can be found in the above method steps.

[0339] In one embodiment, the control module 160 is further configured to adjust the required battery swapping time based on a second estimated arrival time; and / or the calculation module 130 is further configured to estimate the remaining battery power when the vehicle arrives at the charging / swapping station, and the control module 160 is further configured to adjust the required quantity based on the remaining battery power. For a description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0340] In one embodiment, the discharge demand information includes the required power and the required duration. The determining module 120 is further configured to determine the second discharge power of each dischargeable battery based on the required power and a second allocation strategy when the required energy is less than or equal to the total discharge energy. The control module 160 is further configured to control each dischargeable battery to discharge according to its respective second discharge power. The comparison module 140 is further configured to determine whether the total discharge duration has reached the required duration. The control module 160 is further configured to control each dischargeable battery to end its discharge when the discharge duration reaches the required duration. For a description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0341] In one embodiment, the control system 100 further includes: a calculation module 130 further configured to calculate the maximum total output power of all dischargeable batteries in the charging and swapping station; calculate the sustainable discharge power based on the maximum total output power; and a sending module 150 further configured to report the sustainable discharge power; wherein the sustainable discharge power is less than the maximum total output power. For a description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0342] In one embodiment, the control module 160 is further configured to increase the first discharge power of all other dischargeable batteries when one dischargeable battery discharges from its current state of charge to a discharge cutoff state of charge; the control module 160 is further configured to control the battery swapping unit to replace the battery in the vehicle with a battery that has been discharged to a discharge cutoff state of charge. For a detailed description of the specific functions implemented in one embodiment, please refer to the above method steps.

[0343] It should be noted that the power control system 100 provided in the above embodiments is only illustrated by the division of the above functional modules (such as the acquisition module 110, the determination module 120, the calculation module 130, the comparison module 140, the transmission module 150, the control module 160, etc.). In practical applications, the above functional modules can be completed by different functional units as needed, that is, the functional modules in this embodiment can be further decomposed or combined. For example, the functional modules in the above embodiments can be merged into one functional module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the functional modules involved in this embodiment are only for differentiation and are not considered as an improper limitation of this application.

[0344] Those skilled in the art will understand that all or part of the processes in the method of the above embodiment of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable file, or some intermediate form. The computer-readable storage medium can include any entity or device capable of carrying computer program code, media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory, random access memory, electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable storage medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electrical carrier signals and telecommunication signals.

[0345] The various component embodiments of the present invention can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some or all of the components in the server or client according to embodiments of the present invention. The present invention can also be implemented as a device or apparatus program (e.g., a PC program and PC program products) for performing part or all of the methods described herein. Such programs implementing the present invention can be stored on a PC-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0346] This application also provides a computer-readable storage medium. In one embodiment of the computer-readable storage medium according to this application, the computer-readable storage medium can be configured to store a program for executing the control method of the charging and swapping station described in the above-described method embodiments. This program can be loaded and run by a processor to implement the control method of the charging and swapping station described above. For ease of explanation, only the parts related to the embodiments of the present invention are shown; for specific technical details not disclosed, please refer to the method section of the embodiments of the present invention. The computer-readable storage medium can be a storage device comprising various electronic devices. Optionally, in the embodiments of the present invention, the computer-readable storage medium is a non-transitory computer-readable storage medium.

[0347] This application also provides a control device. In one embodiment of the control device according to this application, the control device includes a processor and a memory. The memory can be configured to store a program for executing the control method of the charging / swapping station described in the above-described method embodiments. The processor can be configured to execute the program in the memory, which includes, but is not limited to, a program for executing the control method of the charging / swapping station described in the above-described method embodiments. For ease of explanation, only the parts related to the embodiments of the present invention are shown. For specific technical details not disclosed, please refer to the method section of the embodiments of the present invention. The control device can be a device comprising various electronic devices.

[0348] This application also provides a charging and battery swapping station, which includes the control device described in the above embodiments.

[0349] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A control method of a charging and swapping station, characterized by, The battery charging and replacing station comprises a battery replacing unit and a plurality of battery compartments, the battery compartments are used for charging and discharging of batteries, the battery replacing unit is used for replacing batteries for vehicles, the battery compartments are connected with power consumers through bidirectional charging and discharging modules, The control method comprises: obtaining discharge demand information and determining required electric energy based on the discharge demand information; calculating total dischargeable electric energy provided by all dischargeable batteries in the battery charging and replacing station; comparing the required electric energy and the total dischargeable electric energy; when the required electric energy is greater than the total dischargeable electric energy, sending reverse battery replacing demand information outward, so that vehicles responding to the reverse battery replacing demand information go to the battery charging and replacing station for reverse battery replacing; determining a first discharging power of each dischargeable battery based on the discharge demand information and a first distribution strategy; controlling each dischargeable battery to discharge outward at the respective first discharging power; the first distribution strategy is: so that all dischargeable batteries can be discharged from the current state of charge to a discharge cutoff state of charge in equal preset interval time lengths when discharging outward at the respective first discharging power; wherein the preset interval time length is greater than a time length required for vehicle reverse battery replacing.

2. The control method of the charging and replacing station according to claim 1, characterized in that, The control method further comprises: calculating an electric energy gap according to the required electric energy and the total dischargeable electric energy; calculating a fastest discharging time of all dischargeable batteries from the current state of charge to the discharge cutoff state of charge at the respective first discharging power; based on the electric energy gap and the fastest discharging time, calculating a required number of vehicles needing to go to the battery charging and replacing station for reverse battery replacing and a required replacing time of each vehicle; the step of "sending reverse battery replacing demand information outward" comprises: sending the required number and the required replacing time outward.

3. The control method of claim 2, wherein, The required replacing time is determined based on the fastest discharging time and the preset interval time length.

4. The control method of claim 2, wherein, The control method further comprises: obtaining a state parameter of a vehicle and calculating a first estimated arrival time of the vehicle based on the state parameter; determining a suggested replacing time based on the first estimated arrival time and the required replacing time; issuing a response suggestion based on the suggested replacing time.

5. The control method of claim 1 or 4, characterized in that, The control method further comprises: obtaining demand response information and determining a second estimated arrival time of a next arriving vehicle; adjusting the first discharging power of each dischargeable battery based on the second estimated arrival time.

6. The control method of the charging and swapping station according to claim 2 or 3, characterized in that, The control method further comprises: obtaining demand response information and determining a second estimated arrival time of a next arriving vehicle; adjusting the first discharging power of each dischargeable battery based on the second estimated arrival time.

7. The control method of the charging and replacing station according to claim 6, wherein The step of "adjusting the first discharging power of each dischargeable battery based on the second estimated arrival time" comprises: determining whether the second estimated arrival time is later than the fastest discharging time; if yes, adjusting the first discharging power of each dischargeable battery based on the second estimated arrival time.

8. The control method of the charging and replacing station according to claim 7, characterized in that, The step of "adjusting the first discharging power of each dischargeable battery based on the second estimated arrival time" comprises: adjusting the first discharging power through the following formula: P1_i = (SOC_i - SOC_end) * Qrated_i / [T1 + (i - 1) * DeltaT - Tn] wherein P1_i is the first discharging power of the i-th discharging battery; SOC_i is the current state of charge of the i-th discharging battery; SOC_end is the discharging cut-off state of charge of the discharging battery; Qrated_i is the rated capacity of the i-th discharging battery; T1 is the second estimated time to station; Tn is the current time; DeltaT is a preset interval duration; i = 1, 2, …, n, and n is the number of the discharging batteries.

9. The control method of the charging and swapping station according to claim 7, characterized in that, After the step of "adjusting the first discharging power of each discharging battery", the control method further comprises: adjusting the required battery swapping time based on the second estimated time to station; and / or estimating the remaining electric quantity of the vehicle when the vehicle arrives at the battery swapping station, and adjusting the required quantity based on the remaining electric quantity.

10. The control method of the charging and swapping station according to claim 1, characterized in that, The discharging demand information comprises a demand power and a demand duration, and the control method further comprises: when the demand electric energy is less than or equal to the total discharging electric energy, determining a second discharging power of each discharging battery based on the demand power and a second distribution strategy; controlling each discharging battery to discharge externally according to the respective second discharging power; judging whether the total discharging duration reaches the demand duration; when the discharging duration reaches the demand duration, controlling each discharging battery to end discharging.

11. The control method of the charging and swapping station according to claim 1, characterized in that, The control method further comprises: calculating a maximum total output power of all the discharging batteries in the battery swapping station; calculating a sustainable discharging power based on the maximum total output power; reporting the sustainable discharging power; wherein the sustainable discharging power is less than the maximum total output power.

12. The control method of the charging and replacing station according to claim 1, characterized in that, The control method further comprises: when one discharging battery is discharged from a current state of charge to a discharging cut-off state of charge, increasing the first discharging power of all the other discharging batteries; controlling the battery swapping unit to replace the battery on the vehicle with the battery discharged to the discharging cut-off state of charge.

13. A control system of a charging and swapping station, characterized in that, The battery swapping station comprises a battery swapping unit and a plurality of battery compartments, the battery compartments are used for charging and discharging of batteries, the battery swapping unit is used for replacing batteries for vehicles, the battery compartments are connected with a power consumer through bidirectional charging and discharging modules, The control system comprises: an acquisition module configured to acquire discharging demand information; a determination module configured to determine a demand electric energy based on the discharging demand information; a calculation module configured to calculate a total discharging electric energy that can be provided by all the discharging batteries in the battery swapping station; a comparison module configured to compare the demand electric energy with the total discharging electric energy; a sending module configured to send reverse battery swapping demand information externally so as to respond to vehicles for reverse battery swapping at the battery swapping station when the demand electric energy is greater than the total discharging electric energy; the determination module is further configured to determine a first discharging power of each discharging battery based on the discharging demand information and a first distribution strategy; a control module configured to control each dischargeable battery to discharge outwardly at a respective first discharging power; the first allocation strategy is: so that all dischargeable batteries can be discharged to a discharge cut-off state of charge in turn by a preset interval time length when discharging outwardly at a respective first discharging power; wherein the preset interval time length is greater than a time length required for reverse battery swapping of the vehicle.

14. The control system of the battery swap station according to claim 13, wherein: the calculation module is configured to calculate an energy gap based on the required energy and the total discharging energy, calculate a fastest discharging time of all dischargeable batteries to be discharged from a current state of charge to a discharge cut-off state of charge at a respective first discharging power, and calculate a required number of vehicles requiring reverse battery swapping and a required swap time of each vehicle to arrive based on the energy gap and the fastest discharging time; the sending module is configured to send the required number and the required swap time outwardly. the required swap time is determined based on the fastest discharging time and the preset interval time length.

15. The control system of the charging and swapping station according to claim 14, characterized in that, 16. The control system of the battery swap station according to claim 14, wherein: the acquisition module is further configured to acquire a state parameter of a vehicle; the calculation module is configured to calculate a first estimated arrival time of the vehicle based on the state parameter; the determination module is configured to determine a recommended swap time based on the first estimated arrival time and the required swap time; the sending module is configured to issue a response recommendation based on the recommended swap time.

17. The control system of the battery swap station according to claim 13 or 16, wherein: the acquisition module is configured to acquire demand response information; the determination module is configured to determine a second estimated arrival time of a next arriving vehicle; the control module is configured to adjust the first discharging power of each dischargeable battery based on the second estimated arrival time.

18. The control system of the battery swap station according to claim 14 or 15, wherein: the acquisition module is configured to acquire demand response information; the determination module is configured to determine a second estimated arrival time of a next arriving vehicle; the control module is configured to adjust the first discharging power of each dischargeable battery based on the second estimated arrival time. the control module is configured to adjust the first discharging power of each dischargeable battery based on the second estimated arrival time in the following manner:

19. The control system of the charging and swapping station according to claim 18, characterized in that, determine whether the estimated arrival time is later than the fastest discharging time; if so, adjust the first discharging power of each dischargeable battery based on the second estimated arrival time. the control module is configured to adjust the first discharging power of each dischargeable battery based on the second estimated arrival time in the following manner:

20. The control system of the charging and swapping station according to claim 19, wherein, adjust the first discharging power by the following formula: P1_i=(SOC_i-SOC_end)×Qrated_i / [T1+(i-1)ΔT-Tn] ​ P1_i is the first discharge power of the ith dischargeable battery; SOC_i is the current state of charge of the ith dischargeable battery; SOC_end is the discharge cut-off state of charge of the dischargeable battery; Qrated_i is the rated capacity of the ith dischargeable battery; T1 is the second estimated arrival time; Tn is the current time; ΔT is a preset interval duration; i = 1, 2, …, n, and n is the number of the dischargeable batteries.

21. The control system of the charging and swapping station according to claim 19, wherein the control module is configured to adjust the demand swapping time based on the second estimated arrival time; and / or the calculation module is configured to estimate the remaining power of the vehicle when the vehicle arrives at the charging and swapping station, and the control module is configured to adjust the demand quantity based on the remaining power.

22. The control system of the charging and swapping station according to claim 13, wherein, the discharge demand information comprises a demand power and a demand duration, the determination module is configured to determine a second discharge power of each dischargeable battery based on the demand power and a second allocation strategy when the demand electric energy is less than or equal to the total discharge electric energy; the control module is configured to control each dischargeable battery to discharge externally at the respective second discharge power; the comparison module is configured to determine whether a total discharge duration reaches the demand duration; the control module is configured to control each dischargeable battery to end discharging when the discharge duration reaches the demand duration.

23. The control system of the charging and swapping station according to claim 13, wherein, The control system further comprises: the calculation module is configured to calculate a maximum total output power of all the dischargeable batteries in the charging and swapping station, and calculate a sustainable discharge power based on the maximum total output power; the sending module is configured to report the sustainable discharge power; wherein the sustainable discharge power is less than the maximum total output power.

24. The control system of the charging and swapping station according to claim 13, wherein the control module is configured to increase the first discharge power of all the other dischargeable batteries when one dischargeable battery is discharged from a current state of charge to a discharge cut-off state of charge; the control module is configured to control the battery swapping unit to replace the battery on the vehicle with the battery discharged to the discharge cut-off state of charge.

25. A computer-readable storage medium storing a plurality of program codes, characterized in that, The program code is adapted to be loaded and run by the processor to perform the control method of the charging and swapping station according to any one of claims 1 to 12.

26. A control device characterized by comprising: comprises: a processor; a memory adapted to store a plurality of program codes, the program codes being adapted to be loaded and run by the processor to perform the control method of the charging and swapping station according to any one of claims 1 to 12.

27. A charging station, comprising: The charging and swapping station comprises the control device according to claim 26.

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