Charging load adjusting method and device of electric vehicle and electronic equipment

Abstract

The invention provides a charging load adjusting method and device for an electric vehicle and electronic equipment, and relates to the technical field of vehicle charging control, and the method comprises the steps: obtaining a charging pile type of a to-be-connected charging pile of the electric vehicle; based on the type of the charging pile, generating a charging parameter after the electric vehicle is connected to the charging pile; calculating an accumulated energy feasible region and a charging power feasible region of the electric vehicle based on the charging parameters; and adjusting the charging load of the electric vehicle according to the accumulated energy feasible region and the charging power feasible region. According to the invention, various charging piles of the electric vehicle can be considered, and the advantage of controllability of the electric vehicle can be brought into full play, so that other problems of electric vehicle charging and power distribution network operation control can be further researched.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle charging control, and in particular to a charging load adjustment method, device and electronic equipment for an electric vehicle. Background Art

[0002] In recent years, with the proposal of the "dual carbon" goal, the number of electric vehicles has continued to grow, and the proportion of charging load in the power grid has continued to increase. Electric vehicles can not only improve the utilization rate of renewable energy, but also enhance the stability of the power grid, with huge economic benefits and environmental value. Unlike conventional loads, electric vehicles, as a flexible energy storage device, have great potential to participate in the control and operation of the power grid. After the electric vehicle arrives at the station, it is connected to the charging pile. The charging pile is only responsible for ensuring that the electric vehicle's charge state meets the requirements at the time of departure. Under certain conditions, the electric vehicle can discharge to support the power grid. This provides the possibility for charging load regulation to give full play to the flexibility of electric vehicles and participate in the control and operation of the power grid.

[0003] Taking full advantage of the regulation advantages of electric vehicles under various types of charging piles on the market is an important means to ensure the safe and reliable operation of the power grid. However, existing research has not fully considered the operating characteristics of various charging piles, especially the lack of characterization of the charging power of start-stop charging piles. The specific operating characteristics of different charging piles are not distinguished during modeling, which leads to the inability to fully take advantage of the controllability of electric vehicles. Summary of the invention

[0004] The present invention provides a charging load regulation method, device and electronic equipment for an electric vehicle, which can take into account a variety of charging piles for the electric vehicle and give full play to the controllability advantage of the electric vehicle, so as to facilitate further research on other issues of electric vehicle charging and distribution network operation control.

[0005] In a first aspect, a method for adjusting a charging load of an electric vehicle is provided, comprising:

[0006] Get the type of charging pile to which the electric vehicle is to be connected;

[0007] Based on the type of charging pile, generate charging parameters for electric vehicles after connecting to the charging pile;

[0008] Calculate the cumulative energy feasible region and charging power feasible region of electric vehicles based on charging parameters;

[0009] The charging load of electric vehicles is adjusted according to the feasible domain of cumulative energy and the feasible domain of charging power.

[0010] In a second aspect, a charging load adjustment device based on an electric vehicle is provided, comprising:

[0011] An acquisition module is used to acquire the type of the charging pile to be connected to the electric vehicle;

[0012] A generation module, used to generate charging parameters of the electric vehicle after it is connected to the charging pile based on the type of the charging pile;

[0013] A calculation module, used to calculate the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters;

[0014] The regulating module is used to regulate the charging load of the electric vehicle according to the feasible domain of accumulated energy and the feasible domain of charging power.

[0015] According to a third aspect, an electronic device is provided, comprising: a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to execute the method in the first aspect or its various implementations.

[0016] According to a fourth aspect, a computer-readable storage medium is provided for storing a computer program, wherein the computer program enables a computer to execute the method according to the first aspect or its various implementations.

[0017] Through the technical solution provided by the present invention, after obtaining the type of charging pile to be connected to the charging pile of the electric vehicle, the charging parameters of the electric vehicle after connecting to the charging pile can be generated based on the type of charging pile; then the cumulative energy feasible domain and charging power feasible domain of the electric vehicle are calculated based on the charging parameters; finally, the charging load of the electric vehicle is adjusted according to the cumulative energy feasible domain and the charging power feasible domain. The technical solution in this application can be based on the current development status of the distribution network and electric vehicles, and can address the problems of electric vehicle access and disorderly charging of electric vehicles, consider multiple charging piles for electric vehicles, and establish a method for adjusting the charging load of electric vehicles connected to different types of charging piles in the distribution network, giving full play to the controllability advantages of electric vehicles, so as to facilitate further research on other issues of electric vehicle charging and distribution network operation control.

[0018] It should be understood that the above general description and the following detailed description are only exemplary and explanatory and cannot limit the present invention. Other features and advantages of the present invention will be described in detail in the following specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0020] Figure 1 An application scenario diagram provided for an embodiment of the present application;

[0021] Figure 2 A schematic diagram of a flow chart of a charging load adjustment method for an electric vehicle provided in an embodiment of the present application;

[0022] Figure 3 A schematic diagram of the generation principle of a first cumulative energy feasible region and a first charging power feasible region provided in an embodiment of the present application;

[0023] Figure 4 A schematic diagram of an example of charging load adjustment based on a first cumulative energy feasible region and a first charging power feasible region provided in an embodiment of the present application;

[0024] Figure 5 A schematic diagram of the generation principle of a second cumulative energy feasible domain and a second charging power feasible domain provided in an embodiment of the present application;

[0025] Figure 6 A schematic diagram of an example of charging load adjustment based on a second cumulative energy feasible region and a second charging power feasible region provided in an embodiment of the present application;

[0026] Figure 7 A schematic diagram of the generation principle of a third cumulative energy feasible domain provided in an embodiment of the present application;

[0027] Figure 8 This is a schematic diagram of an example of adjusting the charging load based on the third cumulative energy feasible region and the third charging power feasible region provided in an embodiment of the present application;

[0028] Fig. 9 A schematic diagram of the structure of a charging load adjustment device based on an electric vehicle provided in an embodiment of the present application;

[0029] Fig.10 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0031] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0032] In recent years, with the proposal of the "dual carbon" goal, the number of electric vehicles has continued to grow, and the proportion of charging load in the power grid has continued to increase. Electric vehicles can not only improve the utilization rate of renewable energy, but also enhance the stability of the power grid, with huge economic benefits and environmental value. Unlike conventional loads, electric vehicles, as a flexible energy storage device, have great potential to participate in the control and operation of the power grid. After the electric vehicle arrives at the station, it is connected to the charging pile. The charging pile is only responsible for ensuring that the electric vehicle's charge state meets the requirements at the time of departure. Under certain conditions, the electric vehicle can discharge to support the power grid. This provides the possibility for charging load regulation to give full play to the flexibility of electric vehicles and participate in the control and operation of the power grid.

[0033] Taking full advantage of the regulation advantages of electric vehicles under various types of charging piles on the market is an important means to ensure the safe and reliable operation of the power grid. However, existing research has not fully considered the operating characteristics of various charging piles, especially the lack of characterization of the charging power of start-stop charging piles. The specific operating characteristics of different charging piles are not distinguished during modeling, which leads to the inability to fully take advantage of the controllability of electric vehicles.

[0034] In order to solve the above technical problems, the inventive concept of the present invention is to establish a charging load adjustment method for electric vehicles connected to different types of charging piles in a distribution network based on the current development status of distribution networks and electric vehicles, aiming at the problems of electric vehicle access and disorderly charging of electric vehicles, considering multiple charging piles for electric vehicles, and giving full play to the controllability advantages of electric vehicles, so as to facilitate further research on other issues of electric vehicle charging and distribution network operation control.

[0035] It should be understood that the technical solution of the present invention can be applied to the following scenarios, but is not limited to:

[0036] In some possible implementations, Figure 1 An application scenario diagram provided by an embodiment of the present invention, such as Figure 1As shown, the application scenario may include an electronic device 110 and a network device 120. The electronic device 110 may establish a connection with the network device 120 via a wired network or a wireless network.

[0037] Exemplarily, the electronic device 110 may be a desktop computer, a laptop computer, a tablet computer, etc., but is not limited thereto. The network device 120 may be a terminal device or a server, but is not limited thereto. In one embodiment of the present invention, the electronic device 110 may send a request message to the network device 120, and the request message may be used to request to obtain the type of the charging pile to be connected to the charging pile of the electric vehicle, and further, the electronic device 110 may receive a response message sent by the network device 120, and the response message includes the type of the charging pile to be connected to the charging pile of the electric vehicle.

[0038] also, Figure 1 An electronic device 110 and a network device 120 are provided as an example, but other numbers of electronic devices and network devices may be included in practice, and the present invention is not limited thereto.

[0039] In some other possible implementations, the technical solution of the present invention may also be executed by the above-mentioned electronic device 110, or the technical solution of the present invention may also be executed by the above-mentioned network device 120, and the present invention does not limit this.

[0040] After introducing the application scenarios of the embodiments of the present invention, the technical solutions of the present invention will be described in detail below:

[0041] Figure 2 A flow chart of a method for adjusting the charging load of an electric vehicle provided in an embodiment of the present invention. The method can be performed as follows: Figure 1 The electronic device 110 shown in the figure performs, but is not limited to this. Figure 2 As shown, the method may include the following steps:

[0042] Step 210: Obtain the type of the charging pile to be connected to the electric vehicle.

[0043] Among them, the charging pile types include at least one of a first charging pile, a second charging pile and a third charging pile. The first charging pile is a charging pile that only allows charging, but the charging power can be adjusted within the maximum charging power; the second charging pile is a charging pile that charges electric vehicles and allows electric vehicles to discharge to the outside through this type of charging pile, and its charging and discharging power can be adjusted within the maximum charging power and the maximum discharge power, such as a V2G (Vehicle-to-Grid) charging pile; the third charging pile is a charging pile that can only charge electric vehicles and cannot continuously adjust the charging power, and the charging power can only be the rated power or 0, such as a start-stop charging pile.

[0044] The executor of the present application may be a charging station, which is respectively connected to multiple charging piles of multiple charging pile types. After obtaining the type of charging pile to be connected to the electric vehicle, the charging load adjustment operation of the subsequent embodiment steps can be controlled based on the charging pile type.

[0045] Step 220: Generate charging parameters for the electric vehicle after it is connected to the charging pile based on the charging pile type.

[0046] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is the first charging pile, when the vehicle is connected to the first charging pile of this type, the charging parameter obtained by the charging station can be expressed as a four-tuple: After the vehicle is connected to this type of charging pile, it reports its own departure time (i.e. charging end time) and the desired state of charge The charging station is based on the arrival time of the electric vehicle The maximum charging power of the charging pile with continuously adjustable charging power Generate charging parameters that characterize the vehicle's charging behavior When representing the expected state of charge, the state of charge at the initial moment is calculated as 0. That is, when the electric vehicle is connected to the first charging pile, the first charging parameter generated includes: the arrival time of the electric vehicle when it is connected to the first charging pile Charging end time Desired state of charge And the maximum charging power of the first charging pile

[0047] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, when the vehicle is connected to the second charging pile of this type, the charging parameter obtained by the charging station can be a seven-tuple After the vehicle is connected to this type of charging pile, it reports its own departure time (i.e. charging end time) Desired state of charge And the maximum negative and positive charge state offset allowed during the charge and discharge process - ,e + (e - ,e + ≥0), the charging station will calculate the arrival time of the electric vehicle. And the maximum charging power and maximum discharge power of V2G charging pile Generate charging parameters that characterize the charging behavior of the vehicle. That is, when the electric vehicle is connected to the second charging pile, the generated second charging parameters include: the arrival time of the electric vehicle when it is connected to the second charging pile Charging end time Desired state of charge The maximum negative deviation of the state of charge allowed during the charge and discharge process is e - and the maximum positive offset of the state of charge e + , and the maximum charging power and maximum discharging power of the second charging pile

[0048] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the third charging pile, when the vehicle is connected to the third charging pile of this type, the charging parameter obtained by the charging station can be expressed as a four-tuple: After the vehicle is connected to this type of charging pile, it reports its own departure time (i.e. charging end time) Desired state of charge The charging station is based on the arrival time of the electric vehicle And the rated charging power of the start-stop charging pile Generate charging parameters that characterize the vehicle's charging behavior That is, when the electric vehicle is connected to the third charging pile, the third charging parameters generated include: the arrival time of the electric vehicle when it is connected to the third charging pile Charging end time Desired state of charge And the rated charging power of the third charging pile

[0049] Correspondingly, for the embodiments of the present disclosure, the steps of the embodiments may include: generating first charging parameters of the electric vehicle after connecting to the first charging pile, the first charging parameters at least including: the arrival time of the electric vehicle when connecting to the first charging pile, the charging end time, the expected state of charge, and the maximum charging power of the first charging pile; or, generating second charging parameters of the electric vehicle after connecting to the second charging pile, the second charging parameters at least including: the arrival time of the electric vehicle when connecting to the second charging pile, the charging end time, the expected state of charge, the maximum negative offset of the state of charge and the maximum positive offset of the state of charge allowed during the charging and discharging process, and the maximum charging power and maximum discharging power of the second charging pile; or, generating third charging parameters of the electric vehicle after connecting to the third charging pile, the third charging parameters at least including: the arrival time of the electric vehicle when connecting to the third charging pile, the charging end time, the expected state of charge, and the rated charging power of the third charging pile.

[0050] Step 230: Calculate the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters.

[0051] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is a first charging pile, a first power constraint condition of the first charging pile during the charging process may be first determined based on the first charging parameter, wherein the first power constraint condition is composed of the following formulas (1), (2), and (3):

[0052]

[0053] In formula (1) is the charging power during the τ period, Represented by the arrival time t a (1) The cumulative charge at time t is expressed by formula (1) during the parking period. The cumulative charge amount in each period must be within the expected state of charge and non-negative, formula (2) represents the charging end time The state of charge needs to reach the desired state of charge Formula (3) indicates that during the parking period The charging power at each time t At maximum charging power All charging powers in each time period that satisfy formulas (1), (2), and (3) are All are feasible, that is, the charging power at this time At the same time, within the feasible domain of energy and power, the feasible domain is the adjustment range of the charging load of the electric vehicle.

[0054] The method for forming the cumulative energy feasible region and the power feasible region is: determining the boundary of the first cumulative energy feasible region and the boundary of the first charging power feasible region.

[0055] According to formulas (1), (2), and (3), the mathematical expressions of the upper and lower bounds of the feasible region of cumulative energy-charging power under the first charging pile can be written as formulas (4) to (7):

[0056]

[0057] Formula (4) represents the upper bound of the feasible region of the first cumulative energy: It is the energy trajectory of a single electric vehicle when it is charged at the fastest speed. The fastest charging means that the electric vehicle is connected to the first charging pile and immediately charges at the maximum power. Charge to desired state of charge Then stop charging and wait until Leave. Formula (5) is the lower bound of the feasible region of the first cumulative energy It is the slowest charging energy trajectory of a single electric vehicle. The slowest charging energy trajectory means that the electric vehicle is connected to the first charging pile, stops and waits until "some time" when it is charged at the maximum power. Charge to Here, "a moment" is defined as the time from this moment on with the maximum charging power. Charging, just in Always charge to the desired state of charge Based on the definition of the fastest charging energy trajectory and the slowest charging energy trajectory, it can be concluded that the upper bound of the feasible region of the first cumulative energy of the electric vehicle is formula (4), corresponding to Figure 3 The solid line on the upper part of the parallelogram in the middle, the lower bound of the feasible region of the first cumulative energy is formula (5), corresponding to Figure 3 The dashed line at the bottom of the parallelogram.

[0058] Formulas (6) and (7) are the upper and lower bounds of the feasible region of charging power, which represent the maximum charging power and the minimum charging power of the electric vehicle, respectively, corresponding to Figure 3 The upper solid line and the lower dotted line of the middle rectangle.

[0059] According to the upper and lower bounds of the feasible domain of the first cumulative energy and the upper and lower bounds of the feasible domain of the first charging power constructed by the above process, the feasible domain of the first cumulative energy and the feasible domain of the first charging power are obtained as follows: Figure 3 Shown in the shaded area.

[0060] Accordingly, for the embodiment of the present disclosure, when the charging pile type is the first charging pile, the embodiment steps may include: determining a first power constraint condition of the first charging pile during the charging process based on the first charging parameter, wherein the first power constraint condition includes that the cumulative charging amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is within the maximum charging power of the first charging pile and is non-negative; constructing a first cumulative energy feasible domain and a first charging power feasible domain corresponding to the first power constraint condition.

[0061] Among them, when constructing the first cumulative energy feasible domain and the first charging power feasible domain corresponding to the first power constraint condition, the implementation steps may include: calculating the upper limit of the first cumulative energy feasible domain, the lower limit of the first cumulative energy feasible domain, the upper limit of the first charging power feasible domain and the lower limit of the first charging power feasible domain based on the first power constraint condition; constructing the first cumulative energy feasible domain corresponding to the upper limit of the first cumulative energy feasible domain and the lower limit of the first cumulative energy feasible domain, and the first charging power feasible domain corresponding to the upper limit of the first charging power feasible domain and the lower limit of the first charging power feasible domain.

[0062] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, the second power constraint condition of the second charging pile during the charging process can be first determined based on the second charging parameter, wherein the second power constraint condition is composed of the following formulas (8), (9), and (10):

[0063]

[0064] In formula (8), is the charge and discharge power in the τ period, Indicates arrival time The cumulative charge capacity at time t is expressed by formula (8) during the parking period. The accumulated charge in each period must be within the maximum negative and positive deviation of the allowed state of charge. - ,e + In the formula (9), when leaving The state of charge needs to reach the desired state of charge Formula (10) indicates that during the parking period [t a (2) ,t d (2) ], the charging power at each time period t At maximum charging power With maximum discharge power Here, the power is negative when discharging. The charging power of all time periods that satisfy formulas (8), (9), and (10) is All are feasible, that is, the charging power at this time At the same time, within the feasible domain of energy and power, the feasible domain is the adjustment range of the charging load of the electric vehicle.

[0065] The method for forming the cumulative energy feasible region and the power feasible region is: determining the boundary of the second cumulative energy feasible region and the boundary of the second charging power feasible region.

[0066] According to formulas (8), (9), and (10), the mathematical expressions of the upper and lower bounds of the feasible region of cumulative energy-charging power under the second charging pile can be written as formulas (11) to (14):

[0067]

[0068] Among them, formula (11) represents the upper bound of the feasible region of the first cumulative energy It is the energy trajectory of a single electric vehicle when it is charged at the fastest speed. The fastest charging means that the electric vehicle is connected to the second charging pile and immediately charges at the maximum power. Charge to the maximum state of charge e + , stop and wait, at a certain moment, discharge at maximum power Discharge to Leave. Here "a certain moment" is defined as the state of charge e from this moment + At maximum discharge power Discharge, just in Discharge to the expected value at any time Formula (12) is the lower bound of the feasible region of cumulative energy: It is the energy trajectory of a single electric vehicle when charging at the slowest speed. The slowest charging means that the electric vehicle is connected to the charging pile 2 and discharges at the maximum power. Discharge to minimum state of charge -e - , stop and wait, and charge at maximum power at a certain time Here, "a moment" is defined as the time from the moment of charge state -e - At maximum charging power Charging, just in Always charge to the desired value Based on the definition of the fastest charging energy trajectory and the slowest charging energy trajectory, it can be concluded that the upper bound of the feasible region of the second cumulative energy of the electric vehicle is formula (11), corresponding to Figure 4 The solid line on the upper part of the parallelogram in the middle, the lower bound of the feasible region of the second cumulative energy is formula (12), corresponding to Figure 4 The dotted line at the bottom of the parallelogram.

[0069] Formulas (13) and (14) are the upper and lower bounds of the feasible region of the second charging power, respectively representing the maximum charging power and maximum discharging power of the electric vehicle, corresponding to Figure 4 The upper solid line and the lower dotted line of the middle rectangle.

[0070] According to the upper and lower bounds of the second cumulative energy feasible region and the upper and lower bounds of the second charging power feasible region constructed by the above process, the second cumulative energy feasible region and the second power feasible region are obtained as follows: Figure 4 Shown in the shaded area.

[0071] Accordingly, for the embodiment of the present disclosure, when the charging pile type is a second charging pile, the embodiment steps may include: determining a second power constraint condition of the second charging pile during the charging process based on the second charging parameter, wherein the second power constraint condition includes the cumulative charging amount during the parking period from the arrival time to the charging end time, which is between the maximum negative offset of the state of charge and the maximum positive offset of the state of charge, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is between the maximum charging power and the maximum discharging power; constructing a second cumulative energy feasible domain and a second charging power feasible domain corresponding to the second power constraint condition.

[0072] Among them, when constructing the second cumulative energy feasible domain and the second charging power feasible domain corresponding to the second power constraint condition, the implementation steps may include: calculating the upper limit of the second cumulative energy feasible domain, the lower limit of the second cumulative energy feasible domain, the upper limit of the second charging power feasible domain and the lower limit of the second charging power feasible domain based on the second power constraint condition; constructing the second cumulative energy feasible domain corresponding to the upper limit of the second cumulative energy feasible domain and the lower limit of the second cumulative energy feasible domain, and the second charging power feasible domain corresponding to the upper limit of the second charging power feasible domain and the lower limit of the second charging power feasible domain.

[0073] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is a third charging pile, a third power constraint condition of the third charging pile during the charging process may be first determined based on a third charging parameter, wherein the third power constraint condition is composed of the following formulas (15), (16), and (17):

[0074]

[0075] In formula 15, is the charge and discharge power in the τ period, Indicates arrival time The cumulative charge at time t, formula 15 represents the amount of charge during the parking period The cumulative charge amount in each period must be within the expected state of charge and non-negative, formula (16) represents the charging end time The state of charge needs to reach the desired state of charge Formula (17) indicates that during the parking period Charging power at each time period t At rated charging power of 3 Or 0. All charging powers in each time period that satisfy formulas (15), (16), and (17) at the same time are All are feasible, that is, the charging power at this time At the same time, the accumulated energy is within the feasible domain and the value satisfies the feasible power value. The feasible domain of the accumulated energy and the feasible power value are the adjustment range of the charging load of the electric vehicle.

[0076] The method for forming the cumulative energy feasible domain and the power feasible domain is: determining the boundary of the cumulative energy feasible domain and the feasible value of the charging power (ie, the target charging power).

[0077] According to formulas (15) and (16), the mathematical expressions of the upper and lower bounds of the feasible region of cumulative energy under the third charging pile can be written as formulas (18) and (19):

[0078]

[0079] Among them, formula (18) represents the upper bound of the feasible region of the third cumulative energy It is the energy trajectory of a single electric vehicle when it is charged at the fastest speed. The fastest charging means that the electric vehicle is connected to the third charging pile and immediately charges at the rated power of the third charging pile. Charge to desired state of charge Then stop charging and wait until Leave. Formula (19) is the lower bound of the feasible region of the third cumulative energy It is the slowest charging energy trajectory of a single electric vehicle. The slowest charging energy trajectory means that the electric vehicle is connected to the third charging pile, stops and waits until "some time" at the rated power of the third charging pile. Charge to Here "a moment" is defined as the moment when the rated power Charging, just in Always charge to the desired state of charge Based on the definition of the fastest charging energy trajectory and the slowest charging energy trajectory, it can be concluded that the upper bound of the feasible region of the third cumulative energy of the electric vehicle is formula (18), corresponding to Figure 5 The solid line on the upper part of the parallelogram in the middle, the lower bound of the feasible region of cumulative energy is formula (18), corresponding to Figure 5 The dotted line at the bottom of the parallelogram.

[0080] Since the third charging pile can only control the start and stop state, the charging power has only two values, the rated power or 0, the feasible value of charging power is expressed as

[0081]

[0082] According to the above process, the upper and lower bounds of the feasible domain of the third cumulative energy (18), (19) and the feasible value of charging power (20) are constructed, and the feasible domain of the third cumulative energy is obtained as follows: Figure 5 shown.

[0083] Accordingly, for the embodiment of the present disclosure, when the charging pile type is a third charging pile, the embodiment steps may include: determining a third power constraint condition of the third charging pile during the charging and discharging process based on a third charging parameter, wherein the third power constraint condition includes that the cumulative charging amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is the rated charging power of the third charging pile or is 0; constructing a third cumulative energy feasible domain and a third charging power feasible domain corresponding to the third power constraint condition.

[0084] Among them, when constructing the third cumulative energy feasible domain and the third charging power feasible domain corresponding to the third power constraint condition, the implementation steps may include: calculating the upper bound of the third cumulative energy feasible domain and the lower bound of the third cumulative energy feasible domain based on the third power constraint condition; constructing the third cumulative energy feasible domain corresponding to the upper bound of the third cumulative energy feasible domain and the lower bound of the third cumulative energy feasible domain, and constructing a third charging power feasible domain including the rated charging power of the third charging pile and 0.

[0085] Step 240: Adjust the charging load of the electric vehicle according to the feasible region of accumulated energy and the feasible region of charging power.

[0086] For the embodiment of the present disclosure, as a possible implementation method, when the charging pile type is the first charging pile, for the embodiment of the present disclosure, after determining the first cumulative energy feasible domain and the first charging power feasible domain, the charging load of each time period t can be adjusted based on the first cumulative energy feasible domain and the first charging power feasible domain during the charging process. Guaranteed charging load satisfy:

[0087]

[0088] Accordingly, the steps of the embodiment may include: generating a first charging energy trajectory of the electric vehicle based on the first cumulative energy feasible domain and generating a first charging power trajectory of the electric vehicle based on the first charging power feasible domain; and adjusting the charging load of the electric vehicle based on the first charging energy trajectory and the first charging power trajectory.

[0089] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, for the embodiment of the present disclosure, after determining the second cumulative energy feasible domain and the second charging power feasible domain, the charging load of each time period t can be adjusted based on the second cumulative energy feasible domain and the second charging power feasible domain during the charging process. Guaranteed charging load satisfy:

[0090]

[0091] Accordingly, the steps of the embodiment may include: generating a second charging energy trajectory of the electric vehicle according to the second cumulative energy feasible domain and generating a second charging power trajectory of the electric vehicle based on the second charging power feasible domain; and adjusting the charging load of the electric vehicle based on the second charging energy trajectory and the second charging power trajectory.

[0092] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the third charging pile, for the embodiment of the present disclosure, after determining the third cumulative energy feasible domain and the target charging power, the charging load of each time period t can be adjusted based on the third cumulative energy feasible domain and the target charging power during the charging process. Guaranteed charging load satisfy:

[0093] Due to the discreteness of power values, the feasible region of the third cumulative energy is no longer all the regions between the upper and lower bounds. The feasible region of the third cumulative energy must satisfy

[0094]

[0095] Accordingly, the steps of the embodiment may include: generating a third charging energy trajectory of the electric vehicle according to the third cumulative energy feasible domain and determining a target charging power of the electric vehicle based on the third charging power feasible domain; and adjusting a charging load of the electric vehicle based on the third charging energy trajectory and the target charging power.

[0096] To facilitate the understanding of this solution, the following examples are given here to illustrate the technical solution in this application:

[0097] Scene 1

[0098] The charging pile type to be connected to the electric vehicle is the first charging pile. The charging power of the first charging pile is continuously adjustable, with a maximum power of 10kW. The battery capacity of the electric vehicle is 100kWh, the initial state of charge is 30kWh, and the minimum state of charge cannot be less than 12kWh. The arrival time at the charging station is 18:00, and the departure time is 8:00 the next day. The charging station can adjust the charging power or charging state during this period. It only needs to ensure that the electric vehicle is charged to the expected value of 90kWh before 7:00 the next day.

[0099] When the electric vehicle is connected, different powers can be set at different times to charge the electric vehicle. It only needs to be charged to the expected value at 8:00 the next day. Therefore, the cumulative power-energy boundary of the electric vehicle connected to the first charging pile can be obtained as follows: Figure 6 , here the initial state of charge is considered to be 0, and the expected power is 60kWh.

[0100] It can be seen that the upper limit of the feasible domain of the cumulative energy of electric vehicles is that after connecting to the first charging pile at 18:00, the vehicle is charged at the maximum power of 10kW, from the initial 30kWh to the expected value of 90kWh, fully charged at 24:00, and then parked and waited until 8:00 the next day; the lower limit is that after connecting to the first charging pile at 18:00, the vehicle is parked and waited, and from 2:00 the next morning, the vehicle is charged at the maximum power of 10kW, from the initial 30kWh to the expected value of 90kWh, and fully charged at 8:00 the next morning. During the parking process, the maximum value of the charging power is 10kW and the minimum value is 0, which can be adjusted, but the state of charge of the electric vehicle must be within the boundary of the feasible domain of cumulative energy.

[0101] Scene 2

[0102] The type of charging pile to be connected to the charging pile of the electric vehicle is the second charging pile. The second charging pile can refer to V2G, the maximum charging power is 10kW, the maximum discharging power is 6kW, the electric vehicle battery capacity is 100kWh, the initial state of charge is 30kWh, and the minimum state of charge cannot be less than 12kWh. The arrival time of the charging station is 18:00, and the departure time is 8:00 the next day. The charging station can adjust the charging power or charging state during this period. It only needs to ensure that the electric vehicle is charged to the expected value of 90kWh before 7:00 the next day.

[0103] When an electric vehicle is connected, different powers can be set at different times to charge or discharge the electric vehicle. It is only necessary to ensure that the power reaches the expected value at 8:00 the next day. Therefore, the cumulative power-energy boundary of the electric vehicle connected to this type of charging pile can be obtained as follows: Figure 6 As shown, the initial state of charge is regarded as 0, the expected power is 60kWh, the maximum allowable state of charge is 70kWh, and the minimum allowable state of charge is -18kWh.

[0104] It can be seen that the upper limit of the feasible domain of the cumulative energy of the electric vehicle is that after connecting to the second charging pile at 18:00, it charges at the maximum power of 10kW, from the initial 30kWh to the expected value of 100kWh, and is fully charged at 1:00 am the next day, then stops and waits until 6:20 am the next day, discharges at 6kW to 90kWh, and leaves at 8:00 am the next day; the lower limit is that after connecting to the second charging pile at 18:00, it discharges at 6kW to 12kWh, and then stops and waits, and starts at 0:12 am the next day, charges at the maximum power of 10kW, from 12kWh to the expected value of 90kWh, and leaves at 8:00 am the next day. During the parking process, the maximum charging power is 10kW, and the maximum discharging power is 6kW, which can be adjusted, but the state of charge of the electric vehicle must be within the boundary of the feasible domain of cumulative energy.

[0105] Scene 3

[0106] The charging pile type to be connected to the electric vehicle is the third charging pile, which controls the start and stop state, with a rated power of 10kW, an electric vehicle battery capacity of 100kWh, an initial state of charge of 30kWh, and a minimum state of charge of no less than 12kWh. The arrival time at the charging station is 18:00, and the departure time is 8:00 the next day. The charging station can adjust the charging power or charging state during this period, and it only needs to ensure that the electric vehicle is charged to the expected value of 90kWh before 7:00 the next day.

[0107] After the electric vehicle is connected, it can choose to charge at rated power or stop without charging at different times. It only needs to ensure that it is charged to the expected value at 8:00 the next day. Therefore, the cumulative power-energy boundary of the electric vehicle connected to this type of charging pile can be obtained as follows: Figure 8 As shown, the initial state of charge is considered to be 0, and the expected power is 60kWh.

[0108] It can be seen that the upper limit of the feasible domain of the cumulative energy of the electric vehicle is that after connecting to the third charging pile at 18:00, the vehicle is charged at a rated power of 10kW, from the initial 30kWh to the expected value of 90kWh, fully charged at 24:00, and then parked and waited until 8:00 the next day; the lower limit is that after connecting to the third charging pile at 18:00, the vehicle is parked and waited, and from 2:00 a.m. the next day, the vehicle is charged at a rated power of 10kW, from the initial 30kWh to the expected value of 90kWh, and fully charged at 8:00 the next morning. During the parking process, the charging power is the rated power of 10kW or 0. Unlike the electric vehicle connected to the first charging pile, the charging power of the electric vehicle connected to the third charging pile has only these two cases, and the state of charge of the electric vehicle must be within the feasible domain of the cumulative energy. In addition, unlike the electric vehicle connected to the first charging pile, due to the discrete value of the charging power, even if the electric vehicle connected to the third charging pile can be adjusted during the charging process, the slope of the cumulative energy curve formed can only be 10kW or 0.

[0109] In summary, the technical solution in this application can generate the charging parameters of the electric vehicle after connecting to the charging pile based on the type of charging pile after obtaining the type of charging pile to which the electric vehicle is to be connected; then calculate the cumulative energy feasible domain and charging power feasible domain of the electric vehicle based on the charging parameters; finally, adjust the charging load of the electric vehicle according to the cumulative energy feasible domain and the charging power feasible domain. The technical solution in this application can be based on the current development status of the distribution network and electric vehicles, and in view of the problems of electric vehicle access and disorderly charging of electric vehicles, consider multiple charging piles for electric vehicles, and establish a method for regulating the charging load of electric vehicles connected to different types of charging piles in the distribution network, giving full play to the controllability advantages of electric vehicles, so as to facilitate further research on other issues of electric vehicle charging and distribution network operation control.

[0110] Based on the above Figure 2 A detailed description of the charging load regulation method for electric vehicles is provided, such as Fig. 9 As shown, Fig. 9 FIG. 1 is a structural block diagram of a charging load adjustment device for an electric vehicle according to an exemplary embodiment. Fig. 9 As shown, the device comprises:

[0111] An acquisition module 91 may be used to acquire the type of the charging pile to be connected to the electric vehicle;

[0112] A generating module 92, which can be used to generate charging parameters of the electric vehicle after it is connected to the charging pile based on the type of the charging pile;

[0113] A calculation module 93, which can be used to calculate the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters;

[0114] The adjustment module 94 can be used to adjust the charging load of the electric vehicle according to the feasible domain of accumulated energy and the feasible domain of charging power.

[0115] In some embodiments of the present application, the charging pile type includes at least one of a first charging pile, a second charging pile and a third charging pile. The first charging pile is a charging pile that only allows charging, but the charging power can be adjusted within the maximum charging power; the second charging pile is a charging pile that charges the electric vehicle and allows the electric vehicle to discharge to the outside through this type of charging pile, and its charging and discharging power can be adjusted within the maximum charging power and the maximum discharging power; the third charging pile is a charging pile that can only charge the electric vehicle and cannot continuously adjust the charging power, and the charging power can only be the rated power or 0; the generation module 92 can be specifically used to generate a first charging parameter of the electric vehicle after connecting to the first charging pile, and the first charging parameter at least includes: the electric vehicle is connected to the first charging pile The method comprises the following steps: generating the arrival time, charging end time, expected state of charge, and maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile; or generating the second charging parameters of the electric vehicle after the electric vehicle is connected to the second charging pile, the second charging parameters at least including: the arrival time, charging end time, expected state of charge, the maximum negative offset of the state of charge and the maximum positive offset of the state of charge allowed during the charging and discharging process, and the maximum charging power and maximum discharging power of the second charging pile; or generating the third charging parameters of the electric vehicle after the electric vehicle is connected to the third charging pile, the third charging parameters at least including: the arrival time, charging end time, expected state of charge, and rated charging power of the third charging pile when the electric vehicle is connected to the third charging pile.

[0116] In some embodiments of the present application, when the charging pile type is a first charging pile, the calculation module 93 can be specifically used to determine a first power constraint condition of the first charging pile during the charging process based on the first charging parameter, wherein the first power constraint condition includes that the cumulative charging amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is within the maximum charging power of the first charging pile and is non-negative; and construct a first cumulative energy feasible domain and a first charging power feasible domain corresponding to the first power constraint condition.

[0117] Correspondingly, when constructing the first cumulative energy feasible domain and the first charging power corresponding to the first power constraint condition, the calculation module 93 can be specifically used to calculate the upper bound of the first cumulative energy feasible domain, the lower bound of the first cumulative energy feasible domain, the upper bound of the first charging power feasible domain and the lower bound of the first charging power feasible domain based on the first power constraint condition; construct the first cumulative energy feasible domain corresponding to the upper bound of the first cumulative energy feasible domain and the lower bound of the first cumulative energy feasible domain, and the first charging power feasible domain corresponding to the upper bound of the first charging power feasible domain and the lower bound of the first charging power feasible domain.

[0118] In some embodiments of the present application, when the charging pile type is a first charging pile, the adjustment module 94 can be specifically used to generate a first charging energy trajectory of the electric vehicle based on the first cumulative energy feasible domain and to generate a first charging power trajectory of the electric vehicle based on the first charging power feasible domain; based on the first charging energy trajectory and the first charging power trajectory, adjust the charging load of the electric vehicle.

[0119] In some embodiments of the present application, when the charging pile type is a second charging pile, the calculation module 93 can be specifically used to determine the second power constraint condition of the second charging pile during the charging process based on the second charging parameter, wherein the second power constraint condition includes the cumulative charging amount during the parking period from the arrival time to the charging end time, which is between the maximum negative offset of the state of charge and the maximum positive offset of the state of charge, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is between the maximum charging power and the maximum discharge power; constructing a second cumulative energy feasible domain and a second charging power feasible domain corresponding to the second power constraint condition.

[0120] Among them, when constructing the second cumulative energy feasible domain and the second charging power feasible domain corresponding to the second power constraint condition, the calculation module 93 can be specifically used to calculate the upper limit of the second cumulative energy feasible domain, the lower limit of the second cumulative energy feasible domain, the upper limit of the second charging power feasible domain and the lower limit of the second charging power feasible domain based on the second power constraint condition; construct the second cumulative energy feasible domain corresponding to the upper limit of the second cumulative energy feasible domain and the lower limit of the second cumulative energy feasible domain, and the second charging power feasible domain corresponding to the upper limit of the second charging power feasible domain and the lower limit of the second charging power feasible domain.

[0121] In some embodiments of the present application, when the charging pile type is a second charging pile, the adjustment module 94 can be specifically used to generate a second charging energy trajectory of the electric vehicle based on the second cumulative energy feasible domain and to generate a second charging power trajectory of the electric vehicle based on the second charging power feasible domain; based on the second charging energy trajectory and the second charging power trajectory, adjust the charging load of the electric vehicle.

[0122] In some embodiments of the present application, when the charging pile type is a third charging pile, the calculation module 93 can be specifically used to determine the third power constraint condition of the third charging pile during the charging and discharging process based on the third charging parameter, wherein the third power constraint condition includes that the cumulative charging amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is the rated charging power of the third charging pile or is 0; and construct a third cumulative energy feasible domain and a third charging power feasible domain corresponding to the third power constraint condition.

[0123] Among them, when constructing the third cumulative energy feasible domain and the third charging power feasible domain corresponding to the third power constraint condition, the calculation module 93 can be specifically used to calculate the upper bound of the third cumulative energy feasible domain and the lower bound of the third cumulative energy feasible domain based on the third power constraint condition; construct the third cumulative energy feasible domain corresponding to the upper bound of the third cumulative energy feasible domain and the lower bound of the third cumulative energy feasible domain, and construct a third charging power feasible domain including the rated charging power of the third charging pile and 0.

[0124] In some embodiments of the present application, when the charging pile type is a third charging pile, the adjustment module 94 can be specifically used to generate a third charging energy trajectory of the electric vehicle according to the third cumulative energy feasible domain and determine the target charging power of the electric vehicle based on the third charging power feasible domain; based on the third charging energy trajectory and the target charging power, adjust the charging load of the electric vehicle.

[0125] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0126] In the embodiment of the present application, after obtaining the type of charging pile to be connected to the charging pile of the electric vehicle, the charging parameters of the electric vehicle after connecting to the charging pile can be generated based on the type of charging pile; then the cumulative energy feasible domain and charging power feasible domain of the electric vehicle can be calculated based on the charging parameters; finally, the charging load of the electric vehicle can be adjusted according to the cumulative energy feasible domain and the charging power feasible domain. The technical solution in the present application can be based on the current development status of the distribution network and electric vehicles, and can be used to address the problems of electric vehicle access and disorderly charging of electric vehicles, and consider multiple charging piles for electric vehicles, and establish a method for adjusting the charging load of electric vehicles connected to different types of charging piles in the distribution network, so as to give full play to the controllability advantages of electric vehicles, so as to facilitate further research on other issues of electric vehicle charging and distribution network operation control.

[0127] In the above, the charging load regulating device based on electric vehicles according to the embodiment of the present invention is described from the perspective of functional modules in conjunction with the accompanying drawings. It should be understood that the functional module can be implemented in hardware form, can be implemented in software form, or can be implemented in combination with hardware and software modules. Specifically, the steps of the charging load regulating method based on electric vehicles in the embodiment of the present invention can be completed by hardware integrated logic circuits and / or software form instructions in the processor, and the steps of the charging load regulating method based on electric vehicles applied in conjunction with the embodiment of the present invention can be directly embodied as a hardware decoding processor to be executed, or a combination of hardware and software modules in the decoding processor to be executed. Optionally, the software module can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory, and completes the steps in the above-mentioned charging load regulating method based on electric vehicles in combination with its hardware.

[0128] Fig.10 is a schematic block diagram of an electronic device 1000 according to an embodiment of the present invention.

[0129] like Fig.10 As shown, the electronic device 1000 may include:

[0130] The memory 1010 and the processor 1020, the memory 1010 is used to store the computer program and transmit the program code to the processor 1020. In other words, the processor 1020 can call and run the computer program from the memory 1010 to implement the method in the embodiment of the present invention.

[0131] For example, the processor 1020 may be configured to execute the above method embodiments according to instructions in the computer program.

[0132] In some embodiments of the present invention, the processor 1020 may include but is not limited to:

[0133] General-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc.

[0134] In some embodiments of the present invention, the memory 1010 includes but is not limited to:

[0135] Volatile memory and / or non-volatile memory. Among them, the non-volatile memory can be read-only memory (ROM), programmable ROM (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM) or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM) and direct memory bus random access memory (Direct Rambus RAM, DR RAM).

[0136] In some embodiments of the present invention, the computer program may be divided into one or more modules, which are stored in the memory 1010 and executed by the processor 1020 to complete the method provided by the present invention. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program in the controller.

[0137] like Fig.10 As shown, the electronic device 1000 may further include:

[0138] The transceiver 1030 may be connected to the processor 1020 or the memory 1010 .

[0139] The processor 1020 may control the transceiver 1030 to communicate with other devices, specifically, to send data to other devices, or to receive data sent by other devices. The transceiver 1030 may include a transmitter and a receiver. The transceiver 1030 may further include an antenna, and the number of antennas may be one or more.

[0140] It should be understood that the various components in the electronic device are connected via a bus system, wherein the bus system includes not only a data bus but also a power bus, a control bus and a status signal bus.

[0141] The present invention also provides a computer storage medium having a computer program stored thereon, which, when executed by a computer, enables the computer to perform the method of the above method embodiment. In other words, an embodiment of the present invention also provides a computer program product containing instructions, which, when executed by a computer, enables the computer to perform the method of the above method embodiment.

[0142] When software is used for implementation, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, a computer, a server or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (Digital Subscriber Line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or a data center that includes one or more available media integration. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a digital video disc (Digital Video Disc, DVD)), or a semiconductor medium (e.g., a solid-state drive (Solid State Disk, SSD)), etc.

[0143] Those skilled in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments applied herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0144] In the several embodiments provided by the present invention, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the module is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0145] The modules described as separate components may or may not be physically separated, and the components displayed as modules may or may not be physical modules, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. For example, each functional module in each embodiment of the present application may be integrated into a processing module, or each module may exist physically separately, or two or more modules may be integrated into one module.

[0146] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in this application, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A charging load adjustment method for an electric vehicle, characterized in that: include: Get the type of charging pile to which the electric vehicle is to be connected; Based on the type of the charging pile, generating charging parameters of the electric vehicle after connecting to the charging pile; Calculate the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters; The charging load of the electric vehicle is adjusted according to the cumulative energy feasible region and the charging power feasible region.

2. The charging load adjustment method of an electric vehicle according to claim 1, characterized in that: The charging pile type includes at least one of a first charging pile, a second charging pile and a third charging pile. The first charging pile is a charging pile that only allows charging, but the charging power can be adjusted within the maximum charging power; the second charging pile is a charging pile that charges electric vehicles and allows the electric vehicles to discharge externally through this type of charging pile, and its charging and discharging power can be adjusted within the maximum charging power and the maximum discharging power; the third charging pile is a charging pile that can only charge electric vehicles, and the charging power cannot be continuously adjusted, and the charging power can only be the rated power or 0; The generating, based on the charging pile type, the charging parameters of the electric vehicle after connecting to the charging pile comprises: Generate a first charging parameter of the electric vehicle after connecting to the first charging pile, the first charging parameter at least including: the arrival time, charging end time, expected state of charge, and maximum charging power of the first charging pile when the electric vehicle connects to the first charging pile; or Generate a second charging parameter of the electric vehicle after connecting to the second charging pile, the second charging parameter at least including: the arrival time of the electric vehicle when connecting to the second charging pile, the charging end time, the expected state of charge, the maximum negative offset of the state of charge and the maximum positive offset of the state of charge allowed during the charging and discharging process, and the maximum charging power and the maximum discharging power of the second charging pile; or Generate a third charging parameter of the electric vehicle after connecting to the third charging pile, wherein the third charging parameter includes at least: an arrival time of the electric vehicle when connecting to the third charging pile, a charging end time, an expected state of charge, and a rated charging power of the third charging pile.

3. The charging load adjustment method of an electric vehicle according to claim 2, characterized in that: When the charging pile type is the first charging pile, the calculating the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters includes: Determine a first power constraint condition of the first charging pile during the charging process based on the first charging parameter, wherein the first power constraint condition includes that the accumulated charge amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is within the maximum charging power of the first charging pile and is non-negative; Constructing a first cumulative energy feasible region and a first charging power feasible region corresponding to the first power constraint condition; The constructing the first cumulative energy feasible domain and the first charging power feasible domain corresponding to the first power constraint condition includes: Calculate, based on the first power constraint condition, an upper bound of a first cumulative energy feasible domain, a lower bound of a first cumulative energy feasible domain, an upper bound of a first charging power feasible domain, and a lower bound of a first charging power feasible domain; Construct a first cumulative energy feasible domain corresponding to the upper bound of the first cumulative energy feasible domain and the lower bound of the first cumulative energy feasible domain, and a first charging power feasible domain corresponding to the upper bound of the first charging power feasible domain and the lower bound of the first charging power feasible domain.

4. The charging load adjustment method of an electric vehicle according to claim 3, characterized in that: When the charging pile type is the first charging pile, adjusting the charging load of the electric vehicle according to the cumulative energy feasible region and the charging power feasible region includes: generating a first charging energy trajectory of the electric vehicle according to the first cumulative energy feasible domain and generating a first charging power trajectory of the electric vehicle based on the first charging power feasible domain; Based on the first charging energy trajectory and the first charging power trajectory, a charging load of the electric vehicle is adjusted.

5. The charging load adjustment method of an electric vehicle according to claim 2, characterized in that: When the charging pile type is the second charging pile, the calculating the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters includes: Determine a second power constraint condition of the second charging pile during the charging process based on the second charging parameter, wherein the second power constraint condition includes that the accumulated charge amount during the parking period from the arrival time to the charging end time is between the maximum negative offset of the state of charge and the maximum positive offset of the state of charge, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is between the maximum charging power and the maximum discharging power; Constructing a second cumulative energy feasible region and a second charging power feasible region corresponding to the second power constraint condition; The constructing of the second accumulated energy feasible domain and the second charging power feasible domain corresponding to the second power constraint condition includes: Calculate the upper bound of the feasible domain of the second accumulated energy, the lower bound of the feasible domain of the second accumulated energy, the upper bound of the feasible domain of the second charging power, and the lower bound of the feasible domain of the second charging power based on the second power constraint; Construct a second cumulative energy feasible domain corresponding to the upper bound of the second cumulative energy feasible domain and the lower bound of the second cumulative energy feasible domain, and a second charging power feasible domain corresponding to the upper bound of the second charging power feasible domain and the lower bound of the second charging power feasible domain.

6. The charging load adjustment method of an electric vehicle according to claim 5, characterized in that: When the charging pile type is the second charging pile, adjusting the charging load of the electric vehicle according to the cumulative energy feasible region and the charging power feasible region includes: generating a second charging energy trajectory of the electric vehicle according to the second accumulated energy feasible domain and generating a second charging power trajectory of the electric vehicle based on the second charging power feasible domain; Based on the second charging energy trajectory and the second charging power trajectory, a charging load of the electric vehicle is adjusted.

7. The charging load adjustment method of an electric vehicle according to claim 2, characterized in that: When the charging pile type is the third charging pile, the calculating the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters includes: Determining a third power constraint condition of the third charging pile during the charging and discharging process based on the third charging parameter, wherein the third power constraint condition includes that the cumulative charge amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is the rated charging power of the third charging pile or is 0; Constructing a third cumulative energy feasible region and a third charging power feasible region corresponding to the third power constraint condition; The constructing the third accumulated energy feasible region and the third charging power feasible region corresponding to the third power constraint condition includes: Calculate the feasible upper bound of the third cumulative energy domain and the feasible lower bound of the third cumulative energy domain based on the third power constraint condition; A third cumulative energy feasible domain corresponding to the upper bound of the third cumulative energy feasible domain and the lower bound of the third cumulative energy feasible domain is constructed, and a third charging power feasible domain including the rated charging power of the third charging pile and 0 is constructed.

8. The charging load adjustment method of an electric vehicle according to claim 7, characterized in that: When the type of the charging pile is the third charging pile, adjusting the charging load of the electric vehicle according to the cumulative energy feasible region and the charging power feasible region includes: generating a third charging energy trajectory of the electric vehicle according to the third cumulative energy feasible domain and determining a target charging power of the electric vehicle based on the third charging power feasible domain; Based on the third charging energy trajectory and the target charging power, a charging load of the electric vehicle is adjusted.

9. A charging load adjustment device based on an electric vehicle, characterized in that: include: An acquisition module is used to acquire the type of the charging pile to be connected to the electric vehicle; A generating module, used for generating charging parameters of the electric vehicle after connecting to the charging pile based on the type of the charging pile; A calculation module, used for calculating the cumulative energy feasible region and the charging power feasible region of the electric vehicle based on the charging parameters; The regulating module is used to regulate the charging load of the electric vehicle according to the feasible domain of the accumulated energy and the feasible domain of the charging power.

10. An electronic device, characterized in that: include: A processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to execute the method according to any one of claims 1 to 8.

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