Charging control method, charging control device, storage medium and program product

Abstract

The invention discloses a charging control method, charging control equipment, a storage medium and a program product. The charging control method comprises the following steps: determining charging demand information and power grid power supply information of each vehicle accessed into a vehicle charging station; and controlling each vehicle to be charged according to the charging demand information and the power grid power supply information. By adopting the method, the vehicle charging demand and the power grid power supply capability can be comprehensively considered when the vehicle is subjected to charging control, and the charging experience of a user is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of charging control devices, and in particular, to a charging control method, a charging control device, a storage medium, and a program product. Background Art

[0002] In the prior art, the operation of the transformer at the highest efficiency power point is used as the optimization target to control the charging station to charge the vehicle. However, this method does not take into account the charging requirements of the vehicle, the grid conditions, and the grid transformer limitations. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, an object of the present invention is to provide a charging control method. By using this method, the charging requirements of the vehicle and the grid power supply capacity can be comprehensively considered during the charging control of the vehicle, thereby improving the charging experience of the user.

[0004] A second object of the present invention is to provide a charging control device.

[0005] A third object of the present invention is to provide a computer storage medium.

[0006] A fourth object of the present invention is to provide a computer program product.

[0007] To solve the above problems, an embodiment of the first aspect of the present invention provides a charging control method, including: determining the charging requirement information and grid power supply information of each vehicle connected to the vehicle charging station; controlling each vehicle to charge according to the charging requirement information and the grid power supply information.

[0008] According to the charging control method of the embodiment of the present invention, based on the charging requirement information and grid power supply information of each vehicle connected to the vehicle charging station, the charging state of each vehicle during charging is controlled. Thus, compared with the prior art method of controlling the charging station to charge the vehicle according to the operation of the transformer at the highest efficiency power point, the present application comprehensively considers the charging requirements of the vehicle and the grid power supply capacity during the charging control of the vehicle, improves the charging experience of the user, and avoids the transformer overload caused by the concentrated charging of the vehicle.

[0009] In some embodiments, controlling each vehicle to charge according to the charging requirement information and the grid power supply information includes: determining a target charging control mode according to the charging requirement information and the grid power supply information; controlling each vehicle to charge according to the target charging control mode.

[0010] In some embodiments, the grid power supply information includes the available power supply of the grid to the vehicle charging station, and the charging demand information includes the maximum allowable charging power of the vehicle at the current moment. Determining the target charging control mode according to the charging demand information and the grid power supply information includes: determining the total demand power of the vehicle charging station at the current moment according to the maximum allowable charging power of each vehicle at the current moment; in the case where the available power supply is greater than or equal to the total demand power, determining the target charging control mode as the first charging control mode, where the first charging control mode is a control mode for charging each vehicle connected to the vehicle charging station by using the grid.

[0011] In some embodiments, controlling each vehicle to charge according to the target charging control mode includes: in the first charging control mode, controlling each vehicle to charge at the corresponding maximum allowable charging power.

[0012] In some embodiments, the charging demand information further includes the V2G permission status of the vehicle. Determining the target charging control mode according to the charging demand information and the grid power supply information further includes: in the case where the available power supply is less than the total demand power, determining the target charging control mode as the second charging control mode, where the second charging control mode is a control mode for charging the second type of vehicle by using the grid and the first type of vehicle; where, among all the vehicles connected to the vehicle charging station, the vehicles with the V2G permission status being permitted are the first type of vehicles, and the vehicles with the V2G permission status being prohibited are the second type of vehicles.

[0013] In some embodiments, the charging demand information further includes the maximum allowable discharging power of the vehicle, and the second charging control mode is the first sub - charging mode or the second sub - charging mode; where, in the first sub - charging mode, the first type of vehicles discharge at the corresponding actual discharging power, and the actual discharging power is less than or equal to the maximum allowable discharging power; in the second sub - charging mode, all the first type of vehicles discharge at the corresponding maximum allowable discharging power.

[0014] In some embodiments, determining the target charging control mode according to the charging demand information and the grid power supply information further includes: determining the final available power supply according to the maximum allowable discharging power of each first type of vehicle and the available power supply; determining the maximum demand charging power according to the maximum allowable charging power of each second type of vehicle; and selecting the target charging control mode as the first sub - charging mode or the second sub - charging mode according to the final available power supply and the maximum demand charging power.

[0015] In some embodiments, selecting the target charging control mode as the first charging sub-mode or the second charging sub-mode according to the final available power and the maximum required charging power includes: when the final available power is greater than or equal to the maximum required charging power, selecting the target charging control mode as the first charging sub-mode; when the final available power is less than the maximum required charging power, selecting the target charging control mode as the second charging sub-mode.

[0016] In some embodiments, the charging demand information includes the maximum allowable charging power of the second type of vehicle. Controlling each vehicle to charge according to the target charging control mode includes: in the first charging sub-mode, controlling all second type of vehicles to charge at their corresponding maximum allowable charging powers; in the second charging sub-mode, controlling the second type of vehicles to charge at their corresponding actual charging powers, where the actual charging power is less than or equal to the maximum allowable charging power.

[0017] In some embodiments, for the actual discharge power corresponding to the first type of vehicle, the method includes: obtaining the discharge evaluation index of each first type of vehicle; determining the discharge weight corresponding to each first type of vehicle according to the discharge evaluation index; and determining the actual discharge power corresponding to each first type of vehicle according to the discharge weight corresponding to each first type of vehicle, the maximum required charging power, and the available power supply.

[0018] In some embodiments, the discharge evaluation index includes one or more of the state of charge of the first type of vehicle, the pre-stay duration of the first type of vehicle, the charged duration of the first type of vehicle, the charge and discharge integrity, and the discharge contribution.

[0019] In some embodiments, determining the discharge weight corresponding to each first type of vehicle according to the discharge evaluation index includes: determining the discharge evaluation coefficient corresponding to each first type of vehicle through the entropy weight method according to each discharge evaluation index; determining the minimum discharge evaluation coefficient among all discharge evaluation coefficients; and determining the discharge weight corresponding to each first type of vehicle according to the minimum discharge evaluation coefficient and the discharge evaluation coefficient corresponding to each first type of vehicle.

[0020] In some embodiments, determining the discharge evaluation coefficient corresponding to each first type of vehicle through the entropy weight method according to each discharge evaluation index includes: normalizing each discharge evaluation index to obtain the first normalized value corresponding to each discharge evaluation index; determining the first information entropy corresponding to each discharge evaluation index according to the first normalized value; determining the first index weight corresponding to each discharge evaluation index according to the first information entropy and the total number of discharge evaluation indexes; and determining the discharge evaluation coefficient corresponding to each first type of vehicle according to the first normalized value and the first index weight.

[0021] In some embodiments, determining the actual discharge power corresponding to each first-type vehicle according to the discharge weight corresponding to each first-type vehicle, the maximum required charging power, and the available power supply includes: determining the actual total discharge power that all first-type vehicles need to release according to the maximum required charging power and the available power supply; determining the total discharge weight according to the discharge weight corresponding to each first-type vehicle; and determining the actual discharge power corresponding to each first-type vehicle according to the discharge weight corresponding to each first-type vehicle, the actual total discharge power, and the total discharge weight.

[0022] In some embodiments, the method further includes: determining the initial discharge power corresponding to each first-type vehicle according to the discharge weight corresponding to each first-type vehicle, the actual total discharge power, and the total discharge weight; step a, determining first target vehicles among all first-type vehicles whose initial discharge power is greater than the maximum allowable discharge power; step b, performing power redistribution according to the initial discharge power corresponding to each first target vehicle and the maximum allowable discharge power corresponding to each first target vehicle to obtain the actual discharge power corresponding to each first-type vehicle; and repeatedly executing step a and step b until the actual discharge power of each first-type vehicle satisfies being less than or equal to the maximum allowable discharge power.

[0023] In some embodiments, performing power redistribution according to the initial discharge power corresponding to each first target vehicle and the maximum allowable discharge power corresponding to each first target vehicle to obtain the actual discharge power corresponding to each first-type vehicle includes: determining second target vehicles among all first-type vehicles whose initial discharge power is less than the maximum allowable discharge power; determining the discharge power to be distributed according to the initial discharge power corresponding to each first target vehicle and the maximum allowable discharge power corresponding to each first target vehicle, and using the maximum allowable discharge power corresponding to the first target vehicle as the actual discharge power of the first target vehicle; and updating the initial discharge power of the second target vehicle according to the discharge power to be distributed and the discharge weight of the second target vehicle, and using the updated initial discharge power as the actual discharge power of the second target vehicle.

[0024] In some embodiments, for the actual charging power corresponding to the second-type vehicles, the method includes: obtaining the charging evaluation index of each second-type vehicle; determining the charging weight corresponding to each second-type vehicle according to the charging evaluation index; and determining the actual charging power corresponding to each second-type vehicle according to the charging weight corresponding to each second-type vehicle, the available power supply, and the maximum required charging power.

[0025] In some embodiments, the charging evaluation indicators include positive indicators and negative indicators. The positive indicators include one or more of the charging and discharging integrity and the discharging contribution degree. The negative indicators include one or more of the state of charge of the second type of vehicle, the pre-stay duration of the second type of vehicle, and the charged duration of the second type of vehicle.

[0026] In some embodiments, determining the charging weight corresponding to each second type of vehicle according to the charging evaluation indicators includes: determining the charging evaluation coefficient corresponding to each second type of vehicle by the entropy weight method according to each charging evaluation indicator; determining the minimum charging evaluation coefficient among all the charging evaluation coefficients; and determining the charging weight corresponding to each second type of vehicle according to the minimum charging evaluation coefficient and the charging evaluation coefficient corresponding to each second type of vehicle.

[0027] In some embodiments, determining the charging evaluation coefficient corresponding to each second type of vehicle by the entropy weight method according to each charging evaluation indicator includes: performing normalization processing on each positive indicator to obtain a second normalization value corresponding to each positive indicator; performing normalization processing on each negative indicator to obtain a third normalization value corresponding to each negative indicator; determining the second information entropy corresponding to each charging evaluation indicator according to the second normalization value and the third normalization value; determining the second indicator weight corresponding to each charging evaluation indicator according to the second information entropy and the total number of the charging evaluation indicators; and determining the charging evaluation coefficient corresponding to each second type of vehicle according to the second normalization value, the third normalization value, and the second indicator weight.

[0028] In some embodiments, determining the actual charging power corresponding to each second type of vehicle according to the charging weight corresponding to each second type of vehicle, the available power supply, and the maximum required charging power includes: determining the actual total discharging power that needs to be released by all the first type of vehicles according to the maximum required charging power and the available power supply; determining the final total charging power according to the actual total discharging power and the available power supply; determining the total charging weight according to the charging weight corresponding to each second type of vehicle; and determining the actual charging power corresponding to each second type of vehicle according to the charging weight corresponding to each second type of vehicle, the final total charging power, and the total charging weight.

[0029] In some embodiments, the method further includes: determining the initial charging power corresponding to each second-type vehicle according to the charging weight corresponding to each second-type vehicle, the final total charging power, and the total charging weight; step a, determining third target vehicles among all the second-type vehicles whose initial charging power is greater than the maximum allowable charging power; step b, performing power reallocation according to the initial charging power corresponding to each third target vehicle and the maximum allowable charging power corresponding to each third target vehicle to obtain the actual discharge power corresponding to each second-type vehicle; and repeatedly executing step a and step b until the actual charging power of each second-type vehicle satisfies being less than or equal to the maximum allowable charging power.

[0030] In some embodiments, performing power reallocation according to the initial charging power corresponding to each third target vehicle and the maximum allowable charging power corresponding to each third target vehicle to obtain the actual discharge power corresponding to each second-type vehicle includes: determining fourth target vehicles among all the second-type vehicles whose initial charging power is less than the maximum allowable charging power; determining the charging power to be allocated according to the initial charging power corresponding to each third target vehicle and the maximum allowable charging power corresponding to each third target vehicle, and using the maximum allowable charging power corresponding to the third target vehicle as the actual charging power of the third target vehicle; updating the initial charging power of the fourth target vehicle according to the charging power to be allocated and the charging weight of the fourth target vehicle, and using the updated initial charging power as the actual charging power of the fourth target vehicle.

[0031] In some embodiments, for the charge-discharge integrity, it includes: obtaining the average historical expected SOC value and the average historical expected stay duration of the vehicle for the user; obtaining the average historical actual supplementary SOC value and the average historical actual stay duration of the vehicle; and determining the charge-discharge integrity according to the average historical expected SOC value, the average historical expected stay duration, the average historical actual supplementary SOC value, and the average historical actual stay duration.

[0032] In some embodiments, for the discharge contribution degree, it includes: obtaining the average historical discharge SOC value and the average historical maximum allowable discharge SOC value of the vehicle; and determining the discharge contribution degree according to the average historical discharge SOC value and the average historical maximum allowable discharge SOC value of the vehicle.

[0033] An embodiment of the second aspect of the present invention provides a charging control device, including: at least one processor; a memory communicatively connected to at least one of the processors; wherein, a computer program executable by at least one of the processors is stored in the memory, and when at least one of the processors executes the computer program, the charging control method described in the above embodiments is implemented.

[0034] According to the charging control device of the embodiment of the present invention, by implementing the charging control method of the above embodiment, the charging requirements of the vehicle and the power supply capacity of the power grid can be comprehensively considered when controlling the charging of the vehicle, thereby improving the charging experience of the user.

[0035] The third aspect of the present invention provides a computer storage medium, on which a computer program is stored. When the computer program is executed by a processor, the charging control method described in the above embodiment is implemented.

[0036] The fourth aspect of the present invention provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps of the charging control method described in the above embodiment are implemented.

[0037] According to the computer program product of the embodiment of the present invention, by implementing the charging control method of the above embodiment, the charging requirements of the vehicle and the power supply capacity of the power grid can be comprehensively considered when controlling the charging of the vehicle, thereby improving the charging experience of the user.

[0038] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present invention. Brief Description of the Drawings

[0039] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a flowchart of a charging control method according to an embodiment of the present invention; Figure 2 is a schematic diagram of the change of the vehicle SOC value according to an embodiment of the present invention; Figure 3 is a flowchart of a charging control method according to another embodiment of the present invention; Figure 4 is a flowchart of a charging control method according to another embodiment of the present invention; Figure 5 is a structural block diagram of a charging control device according to an embodiment of the present invention.

[0040] Reference Signs: Charging control device 10; Processor 1; Memory 2. Detailed Description of the Embodiments

[0041] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0042] China is the world's largest electric vehicle market, and the charging load of a large number of electric vehicles will become a non-negligible influencing factor in the operation of the power grid. If an unordered charging distribution mode is adopted, since the charging time periods are concentrated during the evening and the peak electricity consumption during the day, the peak-valley difference of the power grid will increase.

[0043] If intelligent and orderly charging and vehicle-grid interaction technologies can be adopted, it will help reduce the pressure on the investment in power grid capacity expansion. From the perspective of energy, by 2040, the number of electric vehicles in China will reach 300 million. If the average power of each vehicle is greater than 65 kWh, the on-vehicle energy storage capacity will exceed 20 billion kWh, which is basically equivalent to the total daily electricity consumption in China. Through the application of vehicle-grid interaction technology, allowing the surplus batteries of electric vehicles to become mobile energy storage for the power grid in the sharing economy model and participating in various power grid regulation auxiliary services is the most economical way to improve the power grid balance ability at present. At the same time, it can effectively reduce the vehicle use costs of electric vehicle users, is conducive to promoting the development of the electric vehicle industry, meets the demand for short-cycle peak-valley regulation, and provides strong support for the achievement of the dual-carbon goal.

[0044] To solve the above problems, the first aspect of the embodiments of the present invention provides a charging control method. By adopting this method, the charging requirements of the vehicle and the power supply capacity of the power grid can be comprehensively considered when controlling the charging of the vehicle, improving the charging experience of users.

[0045] The following refers to Figure 1 describing the charging control method according to the embodiments of the present invention. As Figure 1 shown, the method includes: Step S1 - Step S2.

[0046] Step S1, determining the charging requirement information and power grid supply information of each vehicle connected to the vehicle charging station.

[0047] Among them, the charging requirement information can be understood as the requirements of the vehicle battery during the charging process. The charging requirement information can be the charging power requirement, charging power demand, charging time requirement, and user charging preference, etc., without limitation. The power grid supply information can be understood as the information involved in the power grid during the power supply process for the vehicle charging station and other loads. The power grid supply information can reflect the operating conditions, power supply capacity, power supply quality, and power supply and demand situation of the power grid. The power grid supply information at least includes power grid operating condition information, power supply capacity information, power supply quality information, power supply and demand information, power supply information, and power grid transformer limit information, etc., without limitation. The power grid transformer limit information can be capacity, current, and voltage limit information.

[0048] Step S2, controlling each vehicle to charge according to the charging requirement information and the power grid supply information.

[0049] Specifically, in the prior art, the charging of vehicles by the charging station is controlled with the optimization target of the transformer operating at the highest efficiency power point. However, this method does not take into account the charging requirements of the vehicles, the grid conditions, and the grid transformer limitations. To solve this problem, in this application, each vehicle is charged according to the charging requirement information and grid power supply information of each vehicle connected to the vehicle charging station, that is, each vehicle is charged according to the charging requirements of each vehicle connected to the vehicle charging station and the grid power supply capacity. Among them, the charging requirement information is the charging power requirement, the charging power requirement, and the charging time requirement, and the grid power supply information is the power supply load information of the power supply capacity information. Then, the charging state of each vehicle during charging is controlled according to the charging requirement information and the grid power supply information. Among them, the charging state can include the charging current, the charging speed, and the charging power, so as to avoid the problem of excessive grid load while meeting the charging requirements of each vehicle. At the same time, according to the real-time load situation of the grid transformer, the charging state of each vehicle is reasonably controlled. Among them, the charging state can include the charging time period, the charging order, and the charging power, so as to avoid the problem of transformer overload caused by concentrated vehicle charging and realize the orderly charging of vehicles. Thus, compared with the prior art method of controlling the charging of vehicles by the charging station according to the transformer operating at the highest efficiency power point, this application comprehensively considers the vehicle charging requirements and the grid power supply capacity when controlling the charging of vehicles, improving the charging experience of users.

[0050] According to the charging control method of an embodiment of the present invention, based on the charging requirement information and grid power supply information of each vehicle connected to the vehicle charging station, the charging state of each vehicle during charging is controlled. Thus, compared with the prior art method of controlling the charging of vehicles by the charging station according to the transformer operating at the highest efficiency power point, this application comprehensively considers the vehicle charging requirements and the grid power supply capacity when controlling the charging of vehicles, improving the charging experience of users and avoiding transformer overload caused by concentrated vehicle charging.

[0051] In some embodiments, controlling the charging of each vehicle according to the charging requirement information and grid power supply information includes: determining a target charging control mode according to the charging requirement information and grid power supply information; controlling the charging of each vehicle according to the target charging control mode.

[0052] Among them, the charging control mode is a charging control mode set according to the charging requirements of the vehicle and the grid power supply capacity.

[0053] Specifically, in the present application, charging control modes are preset according to the charging requirements of the vehicle and the power supply capacity of the power grid. The corresponding target charging control mode can be queried through the obtained charging requirement information and power grid power supply information. For example, if the charging requirement information includes one or more of the charging power requirement, charging power demand, charging time requirement, and user charging preference, for the charging time requirement and user charging preference, the target charging control mode can include a fast charging mode and a regular charging mode. For the charging power demand, the target charging control mode can include the control information of the vehicle charging power. If the power grid power supply capacity includes one or more of the power grid operation condition information, power supply capacity information, power supply quality information, power supply and demand information, power supply information, and transformer limit information, for the power supply capacity information and transformer limit information, the target charging control mode can include the charging power adjustment information for each vehicle. For example, when the power grid load and transformer load are too high, a mode of reducing the charging power should be selected to avoid the problem of excessive power grid load and transformer load. Therefore, compared with the prior art method of controlling the charging station to charge the vehicle according to the transformer operating at the maximum efficiency power point, the present application determines the target charging control mode of the vehicle through the charging requirement information and power grid power supply information of the vehicle, improving the charging experience of the user and the convenience of charging control.

[0054] In some embodiments, the power grid power supply information includes the available power supply power of the power grid to the vehicle charging station, and the charging requirement information includes the maximum allowable charging power of the vehicle at the current moment. The maximum allowable charging power can be collected. Determining the target charging control mode according to the charging requirement information and the power grid power supply information includes the following steps: Determine the total demand power of the vehicle charging station at the current moment according to the maximum allowable charging power of each vehicle at the current moment.

[0055] Specifically, substitute the maximum allowable charging power of each vehicle at the current moment into formula (1) to calculate the total demand power of the vehicle charging station at the current moment . It should be noted that the total demand power will change with the change in the number of vehicles connected to the vehicle charging station.

[0056] Formula (1) where n is the number of charging vehicles in the t time period.

[0057] In the case where the available power supply power is greater than or equal to the total demand power, determine the target charging control mode as the first charging control mode, where the first charging control mode is a control mode for charging each vehicle connected to the vehicle charging station by using the power grid.

[0058] In the embodiment, since the grid architecture not only connects to the vehicle charging station but also connects to other loads, that is, the grid can only supply power to the vehicle charging station after meeting the power supply power of other loads, the power demand of other loads is , therefore, the available power supply from the grid to the vehicle charging station is It can be calculated using formula (2). The available power supply can also be directly acquired.

[0059] Formula (2) Among them, P grid (t) is the current amount of electricity that the power grid can provide.

[0060] Specifically, if the available power supply Greater than or equal to the total required power That is, in addition to the power demanded by other loads, the power supplied by the power grid to the vehicle charging station can support the power demand required for charging all vehicles connected to the vehicle charging station. At this time, it means that the power supply of the power grid is in the stage of sufficient available power, and the target charging control mode is determined to be the first charging control mode, that is, when the power grid load is normal, the power grid is used to charge each vehicle connected to the vehicle charging station, so as to make full use of the power grid resources to meet the charging needs of the vehicles connected to the vehicle charging station, and improve the charging efficiency and user experience.

[0061] In some embodiments, controlling each vehicle to charge according to the target charging control mode includes: in a first charging control mode, controlling each vehicle to charge at a corresponding maximum allowed charging power.

[0062] Specifically, if the available power supply Greater than or equal to the total required power , then the target charging control mode is determined to be the first charging control mode, and the total required power It is calculated based on the maximum allowable charging power of each vehicle. At this time, it means that the power supplied by the power grid to the vehicle charging station in addition to the power demanded by other loads can support the maximum allowable charging power required for charging all vehicles connected to the vehicle charging station. Therefore, in the first charging control mode, each vehicle is controlled to charge at the corresponding maximum allowable charging power, thereby maximizing the charging efficiency of each vehicle.

[0063] In some embodiments, the charging demand information further includes the V2G (Vehicle to Grid) allowed state of the vehicle. Determining the target charging control mode according to the charging demand information and the grid power supply information further includes: when the available power supply is less than the total demand power, determining the target charging control mode as the second charging control mode, where the second charging control mode is a control mode for charging the second type of vehicle using the grid and the first type of vehicle; among all the vehicles connected to the vehicle charging station, the vehicles with the V2G allowed state being allowed are the first type of vehicle, and the vehicles with the V2G allowed state being prohibited are the second type of vehicle.

[0064] Among them, V2G refers to the technology of electric vehicles feeding power back to the grid. Its core idea is to use the energy storage of a large number of vehicles as a buffer for the grid and renewable energy. The first type of vehicle is a vehicle that supports V2G technology, and the second type of vehicle is a vehicle that does not support V2G technology. The V2G allowed state of the vehicle is input by the user.

[0065] Specifically, if the available power supply is less than the total demand power, that is, the power supply of the grid to the vehicle charging station except for the demand power of other loads cannot support the demand power required for charging all the vehicles connected to the vehicle charging station. At this time, it means that the grid power supply is in a stage of insufficient available power and electricity, that is, the grid load is high. Then determine the target charging control mode as the second charging control mode. That is to say, when the available power and electricity of the grid are insufficient, it is necessary to judge the vehicles that are allowed to discharge V2G among all the vehicles connected to the vehicle charging station, that is, determine the first type of vehicles with the V2G allowed state being allowed among all the vehicles connected to the vehicle charging station, and determine the second type of vehicles with the V2G allowed state being prohibited. When the grid charges the second type of vehicle, the first type of vehicles with the V2G allowed state being allowed can be used to provide power to the second type of vehicle. Thus, the charging control method of the present application combines orderly charging and V2G at the same time, realizes more flexible vehicle scheduling, and can meet the charging needs of the second type of vehicle even when the energy provided by the grid is limited, and meet the needs of the vehicle owner's temporary emergency travel.

[0066] In the embodiment, after the discharge power of the first type of vehicle reaches the operating discharge limit value, it stops discharging and starts charging.

[0067] In some embodiments, the charging demand information further includes the maximum allowable discharge power of the vehicle. The second charging control mode is the first charging sub-mode or the second charging sub-mode; among them, in the first charging sub-mode, the first type of vehicle discharges at the corresponding actual discharge power, and the actual discharge power is less than or equal to the maximum allowable discharge power; in the second charging sub-mode, all the first type of vehicles discharge at the corresponding maximum allowable discharge power.

[0068] Specifically, if the available power supply is less than the total required power, at this time, the grid power supply is in the stage of insufficient available power and electricity, that is, the grid load is high. Then, the target charging control mode is determined as the second charging control mode, that is, the target charging control mode is determined as the first charging sub-mode or the second charging sub-mode. In the first charging sub-mode, the first type of vehicles can discharge electricity to the grid at the actual discharge power to supplement the grid power, thereby alleviating the power supply tension of the grid to a certain extent; or, in the second charging sub-mode, all the first type of vehicles discharge electricity at the corresponding maximum allowable discharge power, so as to comprehensively consider the charging requirements of the second type of vehicles when controlling the charging of the second type of vehicles, and ensure that the grid can meet the maximum charging requirements of the second type of vehicles.

[0069] In some embodiments, determining the target charging control mode according to the charging demand information and the grid power supply information further includes the following steps: According to the maximum allowable discharge power of each first type of vehicle and the available power supply determine the final available power supply.

[0070] Among them, the maximum allowable discharge power of each first type of vehicle .

[0071] Then, the sum of the maximum allowable discharge powers of all the first type of vehicles is expressed as , where can be calculated by formula (3).

[0072] Formula (3) where is the number of the first type of vehicles in the t time period, is the maximum allowable discharge power of the i-th first type of vehicle in the t time period. The maximum allowable discharge power of each first type of vehicle can be set by the user.

[0073] Specifically, the first type of vehicles can provide the power required for power supply to the grid, then the final available power supply for the vehicle charging station by the grid is the available power supply and the sum.

[0074] Determine the maximum required charging power according to the maximum allowable charging power of each second type of vehicle.

[0075] Specifically, substitute the maximum allowable charging power of each second type of vehicle into formula (4) to calculate the maximum required charging power , and the maximum required charging power is the sum of the maximum allowable charging powers of all the second type of vehicles connected to the vehicle charging station.

[0076] Formula (4) wherein is the number of the second type of vehicles within the time period t.

[0077] Select the target charging control mode as the first charging sub-mode or the second charging sub-mode according to the final available power and the maximum demand charging power.

[0078] Specifically, if the available power supply is less than the total demand power, then according to the final available power that the power grid can provide for the vehicle charging station and the maximum demand charging power required for charging all the second type of vehicles connected to the vehicle charging station, determine the magnitude of the power supply that the first type of vehicles need to provide for the power grid, so as to determine the target charging control mode as the first charging sub-mode or the second charging sub-mode, thereby being able to adaptively adjust the magnitude of the power supply provided by the first type of vehicles according to the maximum demand charging power and the final available power.

[0079] In some embodiments, selecting the target charging control mode as the first charging sub-mode or the second charging sub-mode according to the final available power and the maximum demand charging power includes: when the final available power is greater than or equal to the maximum demand charging power, select the target charging control mode as the first charging sub-mode; when the final available power is less than the maximum demand charging power, select the target charging control mode as the second charging sub-mode.

[0080] Specifically, if the final available power is greater than or equal to the maximum demand charging power, it indicates that the current available power of the power grid and the discharge power of the first type of vehicles can meet the maximum charging demand of the second type of vehicles at this time, then select the target charging control mode as the first charging sub-mode. In the first charging sub-mode, the first type of vehicles discharge to the second type of vehicles at the actual discharge power, thereby alleviating the power supply tension of the power grid to a certain extent when the power grid load is slightly high; if the final available power is less than the maximum demand charging power, the current available power of the power grid and the discharge power of the first type of vehicles cannot meet the maximum charging demand of the second type of vehicles at this time, then select the target charging control mode as the second charging sub-mode. In the second charging sub-mode, all the first type of vehicles discharge at the corresponding maximum allowable discharge power, thereby ensuring that the power grid can meet the maximum charging demand of the second type of vehicles when the load is extremely high.

[0081] In some embodiments, the charging demand information includes the maximum allowable charging power of the second type of vehicles. Controlling each vehicle to charge according to the target charging control mode includes: in the first charging sub-mode, controlling all the second type of vehicles to charge at the corresponding maximum allowable charging power; in the second charging sub-mode, controlling the second type of vehicles to charge at the corresponding actual charging power, and the actual charging power is less than or equal to the maximum allowable charging power.

[0082] Specifically, if the final available power is greater than or equal to the maximum required charging power, it indicates that the current available power of the power grid and the discharge power of the first type of vehicle can meet the maximum charging demand of the second type of vehicle. In this case, the target charging control mode is selected as the first charging sub-mode, and all the second type of vehicles are controlled to charge at the corresponding maximum allowable charging power, so as to maximize the charging speed of the second type of vehicles. If the final available power is less than the maximum required charging power, it means that the current available power of the power grid and the discharge power of the first type of vehicle cannot meet the maximum charging demand of the second type of vehicle. In this case, the target charging control mode is selected as the second charging sub-mode, and the second type of vehicles are controlled to charge at the corresponding actual charging power, so as to ensure that the power grid can meet the charging demand of the second type of vehicles connected to the vehicle charging station.

[0083] In some embodiments, for the actual discharge power corresponding to the first type of vehicle, the method includes: obtaining the discharge evaluation index of each first type of vehicle; determining the discharge weight corresponding to each first type of vehicle according to the discharge evaluation index; and determining the actual discharge power corresponding to each first type of vehicle according to the discharge weight corresponding to each first type of vehicle, the maximum required charging power, and the available power supply.

[0084] Among them, the discharge evaluation index can be an index used to judge whether the first type of vehicle gives priority to discharging to the second type of vehicle, and the discharge evaluation index can be an evaluation index of the discharge capacity of the first type of vehicle for the power grid.

[0085] Specifically, if the final available power is greater than or equal to the maximum required charging power, it indicates that the current available power of the power grid and the discharging power of the first type of vehicles can meet the maximum charging demand of the second type of vehicles. In this case, the target charging control mode is selected as the first charging sub-mode. In the first charging sub-mode, at least the first type of vehicles discharge power to the power grid according to the actual discharging power. For the actual discharging power corresponding to the first type of vehicles, in this application, the actual discharging power corresponding to each first type of vehicle is determined according to the discharging weight, the maximum required charging power, and the available power supply corresponding to each first type of vehicle. That is to say, the additional power supply required by the power grid is determined according to the maximum required charging power and the available power supply, that is, the additional power supply required by all the first type of vehicles for the second type of vehicles is determined. Then, the discharging evaluation index of each first type of vehicle is obtained, and the discharging weight corresponding to each first type of vehicle is determined according to the discharging evaluation index. That is, the discharging proportion corresponding to each first type of vehicle is determined according to the evaluation index of each first type of vehicle for preferentially discharging to the second type of vehicles. Then, the actual discharging power corresponding to each first type of vehicle is determined according to the discharging weight corresponding to each first type of vehicle. This means that the first type of vehicles with stronger discharging ability and better state will be allocated more actual discharging power, so that the actual discharging power when the first type of vehicles discharge power to the power grid can be allocated in combination with the discharging priority of each first type of vehicle. Moreover, the discharging weight is allocated according to the actual discharging evaluation index, and the discharging weight is an objective assignment without human intervention.

[0086] In some embodiments, the discharging evaluation index includes one or more of the state of charge of the first type of vehicles, the pre-stay duration of the first type of vehicles, the already charged duration of the first type of vehicles, the charging and discharging integrity, and the discharging contribution degree. Based on this, the discharging weight corresponding to the first type of vehicles can be determined according to one or more of the state of charge of the first type of vehicles, the pre-stay duration of the first type of vehicles, the already charged duration of the first type of vehicles, the charging and discharging integrity, and the discharging contribution degree. The charging and discharging integrity and the discharging contribution degree are information stored in the charging control device.

[0087] Among them, the pre-stay duration is calculated based on the expected departure time input in advance by the owner of the first type of vehicles and the start charging time of the first type of vehicles, and the pre-stay duration can be input by the user. The state of charge, the pre-stay duration, the charging and discharging integrity, and the discharging contribution degree of the first type of vehicles are positive indicators. The already charged duration of the first type of vehicles affects the state of charge of the battery. The longer the charging time, the higher the state of charge of the vehicle, and the more power available for discharging. The charging and discharging integrity is the integrity performance of the first type of vehicles during the charging and discharging process. The discharging contribution degree is the contribution degree of the first type of vehicles to the supplementary power supply of the power grid.

[0088] Exemplarily, determine the discharge weight corresponding to the first type of vehicle according to the state of charge of the first type of vehicle, or the pre-stay duration of the first type of vehicle, or the charged duration of the first type of vehicle, or the charge-discharge integrity, or the discharge contribution degree; or determine the discharge weight corresponding to the first type of vehicle according to the state of charge of the first type of vehicle and the pre-stay duration of the first type of vehicle; or determine the discharge weight corresponding to the first type of vehicle according to the state of charge of the first type of vehicle, the pre-stay duration of the first type of vehicle, and the charged duration of the first type of vehicle; or determine the discharge weight corresponding to the first type of vehicle according to the state of charge of the first type of vehicle, the pre-stay duration of the first type of vehicle, the charged duration of the first type of vehicle, and the charge-discharge integrity; or determine the discharge weight corresponding to the first type of vehicle according to the state of charge of the first type of vehicle, the pre-stay duration of the first type of vehicle, the charged duration of the first type of vehicle, the charge-discharge integrity, and the discharge contribution degree.

[0089] Specifically, for the actual discharge power corresponding to the first type of vehicle, in this application, determine the actual discharge power corresponding to each first type of vehicle according to the discharge weight corresponding to each first type of vehicle, the maximum required charging power, and the available power supply. That is to say, determine the additional power supply that the power grid needs to supplement according to the maximum required charging power and the available power supply, that is, determine the additional power supply that all first type of vehicles need to supplement for the second type of vehicle. Then obtain the discharge evaluation index of each first type of vehicle, and determine the discharge weight corresponding to each first type of vehicle according to the discharge evaluation index. That is, determine the discharge weight corresponding to each first type of vehicle according to one or more of the state of charge of the first type of vehicle, the pre-stay duration, the charged duration, the charge-discharge integrity, and the discharge contribution degree. Among them, the state of charge, the pre-stay duration, and the charged duration are indicators that can reflect the discharge ability of the first type of vehicle, and the charge-discharge integrity and the discharge contribution degree are indicators that can reflect the vehicle's discharge willingness. Thus, determine the discharge ratio corresponding to each first type of vehicle according to the discharge ability of each first vehicle for the power grid and the owner's discharge willingness. Then determine the actual discharge power corresponding to each first type of vehicle according to the discharge weight corresponding to each first type of vehicle. This means that the first type of vehicle with stronger discharge ability and better state will be allocated more actual discharge power, so that the actual discharge power when the first type of vehicle discharges to the second type of vehicle can be allocated in combination with the discharge ability of each first type of vehicle and the owner's discharge willingness. Moreover, the discharge weight is allocated according to the actual discharge evaluation index, and the discharge weight is an objective assignment without manual intervention.

[0090] It should be noted that the higher the state of charge of the first type of vehicle, the longer the pre-stay duration of the first type of vehicle, the longer the charged duration of the first type of vehicle, the higher the charge-discharge integrity, and the higher the discharge contribution degree, the higher the discharge weight corresponding to the first type of vehicle, and the higher the actual discharge power corresponding to the first type of vehicle.

[0091] In an embodiment, the charging and discharging integrity and discharging contribution degree are recalculated according to the charging and discharging behaviors of each vehicle, so as to improve the charging and discharging integrity and discharging contribution degree of the first type of vehicles, and to enable the first type of vehicles to have a higher charging priority and actual charging power compared with other vehicles when the available power and electricity of the power grid are sufficient.

[0092] In some embodiments, the discharging weight corresponding to each first type of vehicle is determined according to the discharging evaluation index, including: determining the discharging evaluation coefficient corresponding to each first type of vehicle through the entropy weight method according to each discharging evaluation index; determining the minimum discharging evaluation coefficient among all the discharging evaluation coefficients; and determining the discharging weight corresponding to each first type of vehicle according to the minimum discharging evaluation coefficient and the discharging evaluation coefficient corresponding to each first type of vehicle.

[0093] Formula (5) wherein, min(V) is the minimum discharging evaluation coefficient, and v i is the discharging evaluation coefficient corresponding to each first type of vehicle.

[0094] Specifically, the minimum discharging evaluation coefficient min(V) among all the discharging evaluation coefficients and the discharging evaluation coefficient v i corresponding to each first type of vehicle are substituted into Formula (5) to calculate and obtain the discharging weight corresponding to each first type of vehicle.

[0095] In some embodiments, determining the discharging evaluation coefficient corresponding to each first type of vehicle through the entropy weight method according to each discharging evaluation index includes the following steps.

[0096] Each discharging evaluation index is normalized to obtain the first normalization value corresponding to each discharging evaluation index.

[0097] Formula (6) wherein, is the j-th discharging evaluation index of the i-th first type of vehicle, min(X i ) is the minimum discharging evaluation index of the j-th discharging evaluation index of all the first type of vehicles, and max(X i ) is the maximum discharging evaluation index of the j-th discharging evaluation index of all the first type of vehicles. For example, if the j-th discharging evaluation index is the state of charge of the first type of vehicle, the discharging evaluation index of the first first type of vehicle is 13%, the discharging evaluation index of the second first type of vehicle is 50%, and the discharging evaluation index of the third first type of vehicle is 73%, then the minimum discharging evaluation index is 13%, and the maximum discharging evaluation index value is 73%. Formula (6) is applicable to positive indexes.

[0098] Specifically, the j-th discharging evaluation index of the i-th first type of vehicle , the minimum discharge evaluation index value min(X i ), and the maximum discharge evaluation index value max(X i ) are substituted into formula (6) to perform normalization processing on each discharge evaluation index to calculate the first normalization value Y ij corresponding to each discharge evaluation index.

[0099] Determine the first information entropy corresponding to each discharge evaluation index according to the first normalization value.

[0100] Formula (7) Formula (8) Among them, n is the number of second-type vehicles. If P ij = 0, then .

[0101] Specifically, substitute the first normalization value Y ij corresponding to each discharge evaluation index into formula (7) and formula (8) to calculate the first information entropy E j corresponding to each discharge evaluation index.

[0102] Determine the first index weight corresponding to each discharge evaluation index according to the first information entropy and the total number of discharge evaluation indexes.

[0103] Formula (9) Among them, k is the total number of discharge evaluation indexes.

[0104] Specifically, substitute the first information entropy E j corresponding to each discharge evaluation index and the total number k of discharge evaluation indexes into formula (9) to calculate the first index weight W j corresponding to each discharge evaluation index.

[0105] Determine the discharge evaluation coefficient corresponding to each first-type vehicle according to the first normalization value and the first index weight.

[0106] Formula (10) Specifically, substitute the first index weight W j corresponding to each discharge evaluation index and the first normalization value Y ij corresponding to each discharge evaluation index into formula (10) to calculate the discharge evaluation coefficient v i corresponding to each first-type vehicle.

[0107] In some embodiments, determining the actual discharge power corresponding to each first-type vehicle according to the discharge weight, maximum required charging power, and available power supply power corresponding to each first-type vehicle includes the following steps: According to the maximum required charging power and the available power supply determine the actual total discharge power that all first-class vehicles need to release , that is, according to the maximum required charging power and the available power supply determine the additional power supply that all first-class vehicles need to supplement for the power grid. Among them, the actual total discharge power can be expressed as:

[0108] Determine the total discharge weight according to the discharge weight corresponding to each first-class vehicle.

[0109] S fz = Formula (11) where S disch.i is the discharge weight corresponding to each first-class vehicle, and S fz is the total discharge weight.

[0110] Specifically, substitute the discharge weight S disch.i corresponding to each first-class vehicle into Formula (11) to calculate and obtain the total discharge weight S fz .

[0111] Determine the actual discharge power corresponding to each first-class vehicle according to the discharge weight corresponding to each first-class vehicle, the actual total discharge power, and the total discharge weight. That is to say, on the premise of the actual total discharge power that all first-class vehicles need to release, in this application, the actual charging power of each first-class vehicle is allocated according to the discharge weight corresponding to each first-class vehicle.

[0112] Specifically, when allocating the charging and discharging power of existing vehicles in real time, a model for analyzing EV dispatchability is established by comprehensively considering the EV's historical charging behavior and current grid access information. Four evaluation indicators, namely, EV battery loss, charging and discharging urgency, reverse charging capability, and creditworthiness, are combined to determine the priority dispatch rights of EV dispatchability. A generalized power allocation criterion is then formulated based on the power compensation requirements within each sampling cycle. To fully reflect the rationality of dispatch priority, an SA threshold is set in each sampling cycle. When the priority dispatch right value exceeds the set threshold, the system reallocates power. However, this method uses a subjective assignment method when allocating priority dispatch rights to vehicles, making it impossible to objectively reflect the evaluation of various factors and failing to consider the charging and discharging preferences of electric vehicle owners. To solve this problem, the present application determines the discharge weight corresponding to the first-category vehicle by using one or more discharge evaluation indicators of the first-category vehicle, including the state of charge, pre-stay time, charged time, charge and discharge integrity, and discharge contribution. Among them, the state of charge, pre-stay time, and charged time can reflect the indicators of the discharge capacity of the first-category vehicle, and the charge and discharge integrity and discharge contribution are indicators that can reflect the vehicle's discharge willingness. Therefore, the discharge proportion corresponding to each first-category vehicle is determined according to the discharge capacity of each first-category vehicle for the second-category vehicle and the owner's discharge willingness. Then, the actual discharge power corresponding to each first-category vehicle is determined according to the discharge weight corresponding to each first-category vehicle. In this way, the actual discharge power when the first-category vehicle discharges to the second-category vehicle can be allocated in combination with the discharge capacity of each first-category vehicle and the owner's discharge willingness. Moreover, the discharge weight is allocated according to the actual discharge evaluation indicator. The discharge weight is objectively assigned and does not require human intervention, so that it can objectively reflect the evaluation of various factors.

[0113] In some embodiments, before allocating the actual discharge power to each first-category vehicle, it is necessary to re-detect whether there is a first target vehicle whose actual discharge power is greater than the maximum allowable discharge power, which specifically includes the following steps.

[0114] The initial discharge power corresponding to each first-category vehicle is determined according to the discharge weight corresponding to each first-category vehicle, the actual total discharge power, and the total discharge weight.

[0115] The initial discharge power can be understood as the discharge power initially allocated to each first-category vehicle.

[0116] Formula (12) S fz = Formula (13) Among them, the discharge weight S corresponding to each first-class vehicle is disch.i , actual total discharge power and the total discharge weight S fzSubstitute into formulas (12) and (13) to calculate the initial discharge power P disch.i (t) corresponding to each first - type vehicle.

[0117] Step a: Determine the first - target vehicles among all first - type vehicles whose initial discharge power is greater than the maximum allowable discharge power. That is, calculate the initial discharge power corresponding to each first - type vehicle based on the discharge weight, actual total discharge power, and total discharge weight of each first - type vehicle. There may be some power values greater than the maximum allowable discharge power.

[0118] Step b: Perform power re - distribution according to the initial discharge power corresponding to each first - target vehicle and the maximum allowable discharge power corresponding to each first - target vehicle. That is, determine the re - distribution power according to the initial discharge power corresponding to each first - target vehicle and the maximum allowable discharge power corresponding to each first - target vehicle, and perform distribution according to the re - distribution power. That is, take the value of the initial discharge power that is greater than the maximum allowable discharge power as the re - distribution power for re - distribution to obtain the actual discharge power corresponding to each first - type vehicle. Among them, the actual discharge power can be understood as the discharge power after the final distribution of each first - type vehicle.

[0119] Loop and execute Step a and Step b until the actual discharge power of each first - type vehicle is less than or equal to the maximum allowable discharge power. At this time, it means that all power distribution is completed, and discharge is performed according to the actual discharge power corresponding to each first - type vehicle after power re - distribution. After the discharge ends, update the charge - discharge integrity and discharge contribution degree of the first - type vehicles.

[0120] In some embodiments, performing power re - distribution according to the initial discharge power corresponding to each first - target vehicle and the maximum allowable discharge power corresponding to each first - target vehicle to obtain the actual discharge power corresponding to each first - type vehicle specifically includes the following steps: Determine the second - target vehicles among all first - type vehicles whose initial discharge power is less than the maximum allowable discharge power.

[0121] Determine the discharge power to be distributed according to the initial discharge power corresponding to each first - target vehicle and the maximum allowable discharge power corresponding to each first - target vehicle, and take the maximum allowable discharge power corresponding to the first - target vehicle as the actual discharge power of the first - target vehicle.

[0122] Formula (14) Wherein, $P_{V2G,k}(t)$ is the remaining discharge power after the $k$-th power distribution at time $t$, and $PV2G.i1(t)$ is the remaining discharge power after the first power distribution at time $t$ for each first target vehicle, which is the initial discharge power. $P_{maxV2G.i}$ is the maximum allowable discharge power for each first target vehicle.

[0123] Specifically, substitute the initial discharge power $P_{V2G,1}(t)$ of the first power distribution of each first target vehicle and the maximum allowable discharge power $P_{maxV2G.i}$ of each first target vehicle V2G.i 1 into Equation (14) to calculate the remaining discharge power $P_{V2G,k}(t)$ after the $k$-th power distribution at time $t$. maxV2G.i Substitute the initial discharge power $P_{V2G,1}(t)$ of the first power distribution of each first target vehicle and the maximum allowable discharge power $P_{maxV2G.i}$ of each first target vehicle V2G k into Equation (14) to calculate the remaining discharge power $P_{V2G,k}(t)$ after the $k$-th power distribution at time $t$.

[0124] In addition, sum up the remaining discharge power $P_{V2G,1}(t)$ starting from the first power distribution of each first target vehicle within the time period $T$ to obtain the sum $P_{sum,k}(t)$ of all remaining discharge powers of each first target vehicle at the $k$-th time at time $T$. $P_{sum,k}(t)$ is expressed by the following formula. V2G.i 1 In addition, sum up the remaining discharge power $P_{V2G,1}(t)$ starting from the first power distribution of each first target vehicle within the time period $T$ to obtain the sum $P_{sum,k}(t)$ of all remaining discharge powers of each first target vehicle at the $k$-th time at time $T$. $P_{sum,k}(t)$ is expressed by the following formula. V2G.i $P_{sum,k}(t)$ V2G.i is expressed by the following formula.

[0125]

[0126] Update the initial discharge power of the second target vehicle according to the remaining discharge power and the discharge weight of the second target vehicle, and use the updated initial discharge power as the actual discharge power of the second target vehicle.

[0127] Equation (15) where $S$ V2G.i is the discharge weight of the second target vehicle.

[0128] Specifically, substitute the remaining discharge power $P_{V2G,k}(t)$ after the $k$-th power distribution at time $t$ and the discharge weight $S$ of the second target vehicle V2G k into Equation (15) to calculate the updated initial discharge power $P_{V2G,k}'(t)$ of the second target vehicle after the $k$-th power distribution, and use the updated initial discharge power as the actual discharge power of the second target vehicle. V2G.i Substitute the remaining discharge power $P_{V2G,k}(t)$ after the $k$-th power distribution at time $t$ and the discharge weight $S$ of the second target vehicle V2G.i k into Equation (15) to calculate the updated initial discharge power $P_{V2G,k}'(t)$ of the second target vehicle after the $k$-th power distribution, and use the updated initial discharge power as the actual discharge power of the second target vehicle.

[0129] Exemplarily, assume that the maximum allowable power supply capacity of a certain community power grid is provided every 15 minutes, and currently 10 vehicles are charging. The vehicle information is shown in Table 1.

[0130] Table 1

[0131] Suppose the available power supply that the power grid can provide is [12 10 20 8 20 20 20 18] kW for a duration of 2 h. Then, according to the above method, the actual discharge power distribution of these 10 vehicles within this 2 h is shown in Table 2: Table 2

[0132] As Figure 2 shown in and the change of the vehicle SOC in Table 3: Table 3

[0133] In some embodiments, for the actual charging power corresponding to the second type of vehicles, the method includes: obtaining the charging evaluation index of each second type of vehicle; determining the charging weight corresponding to each second type of vehicle according to the charging evaluation index; and determining the actual charging power corresponding to each second type of vehicle according to the charging weight corresponding to each second type of vehicle, the available power supply, and the maximum required charging power.

[0134] Among them, the charging evaluation index can be understood as an evaluation index that preferentially satisfies the charging power of the second type of vehicles.

[0135] Specifically, for the actual charging power corresponding to the second type of vehicles, in the present application, the actual charging power corresponding to each second type of vehicle is determined according to the charging weight corresponding to each second type of vehicle, the available power supply, and the maximum required charging power. That is to say, according to the charging weight corresponding to each second type of vehicle, the available power supply and the maximum required charging power are allocated to each second type of vehicle to determine the actual charging power corresponding to each second type of vehicle, so as to be able to determine the actual charging power corresponding to each second type of vehicle according to the charging evaluation index, fully considering the charging willingness of the vehicle owners and the specific conditions of the vehicles. Moreover, the charging weight is allocated according to the actual charging evaluation index, and the charging weight is an objective assignment without human intervention.

[0136] In some embodiments, the charging evaluation index includes a positive index and a negative index. The positive index includes one or more of the charge-discharge integrity and the discharge contribution degree. When the charge-discharge integrity and the discharge contribution degree corresponding to the second type of vehicles are higher, the actual charging power corresponding to the second type of vehicles is closer to the maximum allowable charging power. The negative index includes one or more of the state of charge of the second type of vehicle, the pre-stay duration of the second type of vehicle, and the charged duration of the second type of vehicle. When the state of charge of the second type of vehicle is smaller, the pre-stay duration is shorter, and the charged duration is shorter, the actual charging power corresponding to the second type of vehicles is closer to the maximum allowable charging power.

[0137] In some embodiments, determining the charging weight corresponding to each second type of vehicle according to the charging evaluation index includes: determining the charging evaluation coefficient corresponding to each second type of vehicle by the entropy weight method according to each charging evaluation index; determining the minimum charging evaluation coefficient among all the charging evaluation coefficients; and determining the charging weight corresponding to each second type of vehicle according to the minimum charging evaluation coefficient and the charging evaluation coefficient corresponding to each second type of vehicle.

[0138] Formula (16) wherein, min(V) is the minimum charging evaluation coefficient, and v i is the charging evaluation coefficient corresponding to each second type of vehicle.

[0139] Specifically, substitute the minimum charging evaluation coefficient min(V) among all the charging evaluation coefficients and the charging evaluation coefficient v i corresponding to each second type of vehicle into Formula (16) to calculate and obtain the charging weight S i .

[0140] In some embodiments, determining the charging evaluation coefficient corresponding to each second type of vehicle by the entropy weight method according to each charging evaluation index includes: Performing normalization processing on each positive index to obtain the second normalization value corresponding to each positive index.

[0141] Formula (17) wherein, is the j-th positive index of the i-th second type of vehicle, and min(X i ) is the minimum charging evaluation index of the j-th positive index of all second type of vehicles, and max(X i ) is the maximum charging evaluation index of the j-th positive index of all second type of vehicles.

[0142] Specifically, substitute the minimum charging evaluation index min(X i ), the maximum charging evaluation index max(X i ) and the j-th positive index into Formula (17) to perform normalization processing on the j-th positive index to obtain the second normalization value Y ij .

[0143] Performing normalization processing on each negative index to obtain the third normalization value corresponding to each negative index.

[0144] Formula (18) wherein, is the j-th negative index of the i-th second type of vehicle, and min(X i)is the minimum charging evaluation index for the j-th reverse index of all second-type vehicles, max(X i )is the maximum charging evaluation index for the j-th reverse index of all second-type vehicles.

[0145] Specifically, substitute the minimum charging evaluation index min(X i ), the maximum charging evaluation index max(X i ), and the j-th reverse index into formula (18) to normalize the j-th reverse index and obtain the third normalization value corresponding to each reverse index.

[0146] Determine the second information entropy corresponding to each charging evaluation index according to the second normalization value and the third normalization value.

[0147] Formula (19) Formula (20) Specifically, according to the second normalization value Y ij corresponding to each positive index, formula (19) and formula (20), calculate the second information entropy E j corresponding to each positive index, and according to the third normalization value corresponding to each reverse index, formula (19) and formula (20), calculate the second information entropy E j corresponding to each negative index. Take the second information entropy corresponding to each positive index and negative index as the second information entropy corresponding to each charging evaluation index.

[0148] Determine the second index weight corresponding to each charging evaluation index according to the second information entropy and the total number of charging evaluation indexes.

[0149] Formula (21) Specifically, substitute the second information entropy E j corresponding to each charging evaluation index and the total number of charging evaluation indexes n into formula (21) to calculate the second index weight W j corresponding to each charging evaluation index.

[0150] Determine the charging evaluation coefficient corresponding to each second-type vehicle according to the second normalization value, the third normalization value and the second index weight.

[0151] Formula (22) Specifically, substitute the second index weight W j corresponding to each charging evaluation index, the third normalization value Y ij corresponding to each reverse index, and the second normalization value Y ijSubstitute into formula (22) to calculate the charging evaluation coefficient V corresponding to each second - type vehicle i .

[0152] In some embodiments, the actual charging power corresponding to each second - type vehicle is determined according to the charging weight, available power supply, and maximum required charging power corresponding to each second - type vehicle, and specifically includes the following steps: Determine the actual total discharge power that all first - type vehicles need to release according to the maximum required charging power and the available power supply, that is, determine the additional power supply that all first - type vehicles need to supplement for the second - type vehicles according to the maximum required charging power and the available power supply.

[0153] Formula (23) Wherein, is the actual total discharge power, is the available power supply, is the maximum required charging power.

[0154] Specifically, substitute the maximum required charging power and the available power supply into formula (23) to calculate the actual total discharge power released by all first - type vehicles.

[0155] Determine the final total charging power according to the actual total discharge power and the available power supply.

[0156] Formula (24) Specifically, substitute the actual total discharge power and the available power supply into formula (24) to calculate the final total charging power .

[0157] Determine the total charging weight according to the charging weight corresponding to each second - type vehicle.

[0158] S cz= Formula (25) Wherein, S ch.i is the charging weight corresponding to each second - type vehicle, n ch is the total number of charging weights, and S cz is the total charging weight.

[0159] Specifically, substitute the charging weight S ch.i corresponding to each second - type vehicle into formula (25) to calculate the total charging weight S cz .

[0160] The actual charging power corresponding to each second-category vehicle is determined based on the charging weight corresponding to each second-category vehicle, the final total charging power, and the total charging weight. In other words, in this application, the actual charging power of each second-category vehicle is allocated according to the charging weight corresponding to each second-category vehicle.

[0161] Specifically, when allocating the charging and discharging power of existing vehicles in real time, a model for analyzing EV dispatchability is established by comprehensively considering the EV's historical charging behavior and current grid access information. Four evaluation indicators, namely, EV battery loss, charging and discharging urgency, reverse charging capability, and creditworthiness, are combined to determine the priority dispatch rights of EV dispatchability. A generalized power allocation criterion is then formulated based on the power compensation requirements within each sampling cycle. To fully reflect the rationality of dispatch priority, an SA threshold is set in each sampling cycle. When the priority dispatch right value exceeds the set threshold, the system reallocates power. However, this method uses a subjective assignment method when allocating priority dispatch rights to vehicles, making it impossible to objectively reflect the evaluation of various factors and failing to consider the charging and discharging preferences of electric vehicle owners. To solve this problem, this application determines the charging weight corresponding to each second-category vehicle based on the charging evaluation index, and then determines the actual charging power corresponding to each second-category vehicle through the charging weight, available power supply power and maximum required charging power corresponding to each second-category vehicle. In this way, the actual charging power corresponding to each second-category vehicle can be determined based on the charging evaluation index, so as to fully consider the owner's charging willingness and the specific situation of the vehicle. Moreover, the charging weight is allocated based on the actual charging evaluation index. The charging weight is objectively assigned and does not require human intervention, which improves the objectivity of the charging power allocation for each second-category vehicle.

[0162] In some embodiments, the method further comprises the following steps.

[0163] The initial charging power corresponding to each second-category vehicle is determined according to the charging weight corresponding to each second-category vehicle, the final total charging power, and the total charging weight.

[0164] The initial charging power can be understood as the charging power initially allocated to each second-category vehicle.

[0165] Formula (26) S zc= Formula (27) in, is the final total charging power, S cz is the total charging weight.

[0166] Specifically, the charging weight S corresponding to each second-category vehicle is ch.i Substitute into formula (27) to calculate the total charging weight S cz, and then the charging weight S corresponding to each second - type vehicle ch.i , the final total charging power and the total charging weight S cz are substituted into formula (26) to calculate and obtain the initial charging power P ch.i 1 (t) of each second - type vehicle.

[0167] Step a: Determine the third - target vehicles among all second - type vehicles whose initial charging power is greater than the maximum allowable charging power. That is to say, based on the initial charging power of each second - type vehicle calculated from the charging weight, the final total charging power, and the total charging weight corresponding to each second - type vehicle, there may be some power values greater than the maximum allowable charging power.

[0168] Step b: Perform power redistribution according to the initial charging power corresponding to each third - target vehicle and the maximum allowable charging power corresponding to each third - target vehicle. That is to say, determine the redistribution power according to the initial charging power corresponding to each third - target vehicle and the maximum allowable charging power corresponding to each third - target vehicle, and perform distribution according to the redistribution power. That is, use the value of the initial charging power that is greater than the maximum allowable charging power as the redistribution power for redistribution to obtain the actual charging power corresponding to each second - type vehicle. Among them, the actual charging power can be understood as the discharge power after the final distribution of each second - type vehicle.

[0169] Loop and execute step a and step b until the actual charging power of each first - type vehicle satisfies being less than or equal to the maximum allowable charging power. At this time, it means that all power distribution is completed, and charging is carried out according to the actual charging power of each second - type vehicle after power redistribution. After charging ends, update the charging and discharging credibility and discharge contribution degree of the second - type vehicles.

[0170] In some embodiments, performing power redistribution according to the initial charging power corresponding to each third - target vehicle and the maximum allowable charging power corresponding to each third - target vehicle to obtain the actual discharge power corresponding to each second - type vehicle specifically includes the following steps: Determine the fourth - target vehicles among all second - type vehicles whose initial charging power is less than the maximum allowable charging power.

[0171] Determine the charging power to be distributed according to the initial charging power corresponding to each third - target vehicle and the maximum allowable charging power corresponding to each third - target vehicle, and use the maximum allowable charging power corresponding to the third - target vehicle as the actual charging power of the third - target vehicle.

[0172] Formula (28) Among them, Pallk(t) is the charging power to be allocated after the k-th power allocation at time t, and Pmaxch.i(t) is the maximum allowable discharging power corresponding to each third target vehicle.

[0173] Specifically, substitute the initial charging power Pch.i1(t) of the first power allocation of each third target vehicle and the maximum allowable charging power Pmaxch.i(t) corresponding to each third target vehicle into formula (28) to calculate the charging power Pallk(t) to be allocated after the k-th power allocation at time t.

[0174] Then, update the initial charging power of the fourth target vehicle according to the charging power to be allocated and the charging weight of the fourth target vehicle, and use the updated initial charging power as the actual charging power of the fourth target vehicle.

[0175] Formula (29) Specifically, substitute the charging power Pallk(t) to be allocated after the k-th power allocation at time t and the charging weight S of the fourth target vehicle all k (t) into formula (29) to calculate the updated initial charging power of the fourth target vehicle after the k-th power allocation, and use the updated initial charging power as the actual charging power P ch.i ch.i k (t) of the fourth target vehicle after the k-th power allocation. (t).

[0176] Formula (32) Among them, sum up the actual charging power P ch.i k (t) of each fourth target vehicle after the first power allocation in the T time period to calculate the sum P ch.i (t) of the actual charging power of each fourth target vehicle at the k-th time at T time, where P ch.i (t) is represented by formula (32).

[0177] In some embodiments, for the charging and discharging credibility, it includes: obtaining the average historical expected SOC value and the average historical expected stay duration of the user for the vehicle; obtaining the average historical actual replenished SOC value and the average historical actual stay duration of the vehicle; determining the charging and discharging credibility according to the average historical expected SOC value, the average historical expected stay duration, the average historical actual replenished SOC value, and the average historical actual stay duration.

[0178] Formula (30) Among them, β is the charging and discharging credibility in the current charging and discharging process, is the average historical expected SOC value, is the average historical actual supplementary SOC value, is the average historical expected residence duration, is the average historical actual residence duration.

[0179] Specifically, the average historical expected SOC value can be calculated based on the historical expected SOC values recorded during the previous N charging operations of the vehicle, and the average historical expected residence duration can be calculated based on the historical expected residence durations recorded during the previous N charging operations of the vehicle, and the average historical actual supplementary SOC value can be calculated based on the historical actual supplementary SOC values recorded during the previous N charging operations of the vehicle, and the average historical actual residence duration can be calculated based on the historical actual residence durations recorded during the previous N charging operations of the vehicle, where N is greater than or equal to 1. Then, the average historical expected SOC value, the average historical expected residence duration, the average historical actual supplementary SOC value, and the average historical actual residence duration are substituted into formula (30) to calculate the charge-discharge integrity β.

[0180] In some embodiments, for the discharge contribution degree, it includes: obtaining the average historical discharge SOC value and the average historical maximum allowable discharge SOC value of the vehicle; determining the discharge contribution degree based on the average historical discharge SOC value and the average historical maximum allowable discharge SOC value.

[0181] Formula (31) wherein, is the average historical maximum allowable discharge SOC value in the case of the vehicle's historical average discharge requirement, which is the difference between the SOC value at the discharge moment and the lower limit SOC value of discharge, is the average historical discharge SOC value.

[0182] Specifically, the average historical maximum allowable discharge SOC value and the average historical discharge SOC value are substituted into formula (31) to calculate the discharge contribution degree. Among them, the average historical maximum allowable discharge SOC value can be calculated based on the historical maximum allowable discharge SOC values recorded during the previous N charging operations of the vehicle, and the average historical discharge SOC value can be calculated based on the historical discharge SOC values recorded during the previous N charging operations of the vehicle.

[0183] Next, refer to Figure 3 shown below to illustrate the charging control method of the embodiment of the present invention by way of example. The specific content is as follows.

[0184] Step S3, start.

[0185] Step S4, power distribution calculation.

[0186] Step S5: Determine whether a new charging vehicle has arrived. If so, execute Step S6; otherwise, execute Step S8.

[0187] Step S6: Obtain the owner input information: the expected vehicle stay duration, the expected SOC value when leaving, the V2G permission status, the maximum allowable discharge power, and the change in the number of charging vehicles.

[0188] Step S7: Obtain the state of charge of the vehicle, the maximum allowable charging power, the charge and discharge integrity, and the discharge contribution.

[0189] Step S8: Determine whether the power limit has changed. If so, execute Step S9; otherwise, execute Step S10.

[0190] Step S9: Update the power information.

[0191] Step S10: Determine whether the V2G permission status of the vehicle has changed. If so, execute Step S11; otherwise, execute Step S12.

[0192] Step S11: Update the charging demand information.

[0193] Step S12: Determine whether the state of charge of the vehicle has reached the target SOC value. If so, execute Step S13; otherwise, execute Step S14.

[0194] Step S13: Update the charging demand information.

[0195] Step S14: Determine whether the vehicle has left. If so, execute Step S15; otherwise, execute Step S16.

[0196] Step S15: Update the charging demand information.

[0197] Step S16: Determine whether the vehicle departure time has reached the preset interval time. If so, execute Step S17; otherwise, execute Step S18.

[0198] Step S17: Update the time information.

[0199] Step S18: Determine whether the information has been updated. If so, execute Step S4; otherwise, execute Step S8.

[0200] The following is an example of the charging control method according to the embodiment of the present invention with reference to Figure 4 shown below. The specific content is as follows.

[0201] Step S19: Start.

[0202] Step S20: Start calculating the available power supply P ava (t) and the total demand power P max ev (t) at time t.

[0203] Step S21, determine whether the available power supply P ava (t) is greater than or equal to the total demand power P max ev (t). If so, execute Step S22; otherwise, execute Step S23.

[0204] Step S22, control each vehicle to charge at the corresponding maximum allowable charging power, and execute Step S27.

[0205] Step S23, the control mode of using the power grid and the first type of vehicle to charge the second type of vehicle.

[0206] Step S24, determine whether the sum of the maximum allowable discharge power of the vehicle and the available power supply, that is, the final available power supply, is greater than or equal to the maximum demand charging power, that is, determine whether the expression P ava (t)+P max v2g (t)≥P maxch (t) is satisfied. If so, execute Step S25; otherwise, execute Step S26.

[0207] Step S25, the first type of vehicle discharges at the corresponding actual discharge power, and control all the second type of vehicles to charge at the corresponding maximum allowable charging power, and execute Step S27.

[0208] Step S26, control all the first type of vehicles to discharge at the corresponding maximum allowable discharge power, and control the second type of vehicles to charge at the corresponding actual charging power.

[0209] Step S27, t = t + 1, and return to execute Step S20.

[0210] The second aspect embodiment of the present invention provides a charging control device, as Figure 5 shown. The charging control device 10 includes: at least one processor 1 and a memory 2 communicatively connected to the at least one processor 1.

[0211] Wherein, the memory stores a computer program executable by the at least one processor, and when the at least one processor executes the computer program, the charging control method of the above embodiment is implemented.

[0212] According to the charging control device of the embodiment of the present invention, by executing the charging control method of the above embodiment, the charging requirements of the vehicle and the power supply capacity of the power grid can be comprehensively considered when controlling the charging of the vehicle, improving the charging experience of the user.

[0213] The third aspect embodiment of the present invention provides a computer storage medium, on which a computer program is stored, wherein when the computer program is executed by a processor, the charging control method of the above embodiment is implemented.

[0214] In a fourth aspect embodiment of the present invention, a computer program product is provided, including a computer program, which when executed by a processor, implements the steps of the charging control method in the above embodiments.

[0215] According to the computer program product of the embodiments of the present invention, by executing the charging control method in the above embodiments, when controlling the charging of a vehicle, the charging requirements of the vehicle and the power supply capacity of the power grid can be comprehensively considered, improving the charging experience of users.

[0216] In the description of this specification, any process or method description in the flowchart or described in other ways herein can be understood to represent a module, segment, or part of code including one or more executable instructions for implementing a customized logical function or process. And the scope of the preferred embodiments of the present invention includes additional implementations, where the functions can be executed in a manner that may not be shown or discussed in the order presented, including in a substantially simultaneous manner according to the functions involved or in a reverse order, which should be understood by those skilled in the technical field to which the embodiments of the present invention belong.

[0217] The logic and / or steps represented in the flowchart or described in other ways herein, for example, can be considered as a sequenced list of executable instructions for implementing a logical function, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other systems that can fetch and execute instructions from the instruction execution system, apparatus, or device), or in combination with these instruction execution systems, apparatus, or devices. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wirings (electronic device), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpretation, or otherwise processing as appropriate, and then storing it in a computer memory.

[0218] It should be understood that each part of the present invention can be implemented by hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits with logic gate circuits for implementing logic functions on data signals, application specific integrated circuits with appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.

[0219] Those of ordinary skill in the art can understand that all or part of the steps carried by the method of the above embodiments can be completed by instructing relevant hardware through a program. The program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiments.

[0220] In addition, in each embodiment of the present invention, each functional unit can be integrated into a processing module, or each unit can exist physically alone, or two or more units can be integrated into one module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module. When the above integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0221] The above-mentioned storage medium can be a read-only memory, a magnetic disk, an optical disk, etc. Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0222] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0223] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A charging control method, characterized in that, Including: Determine the charging demand information and grid power supply information of each vehicle connected to the vehicle charging station; Control each vehicle to charge according to the charging demand information and the grid power supply information.

2. The charging control method according to claim 1, wherein Controlling each vehicle to charge according to the charging demand information and the grid power supply information includes: Determine the target charging control mode according to the charging demand information and the grid power supply information; Control each vehicle to charge according to the target charging control mode.

3. The charging control method according to claim 2, wherein The grid power supply information includes the available power supply of the grid to the vehicle charging station, and the charging demand information includes the maximum allowable charging power of the vehicle at the current moment. Determining the target charging control mode according to the charging demand information and the grid power supply information includes: Determine the total demand power of the vehicle charging station at the current moment according to the maximum allowable charging power of each vehicle at the current moment; When the available power supply is greater than or equal to the total demand power, determine the target charging control mode as the first charging control mode, where the first charging control mode is a control mode for charging each vehicle connected to the vehicle charging station by using the grid.

4. The charging control method according to claim 3, wherein Controlling each vehicle to charge according to the target charging control mode includes: Under the first charging control mode, control each vehicle to charge at the corresponding maximum allowable charging power.

5. The charging control method according to claim 3, characterized in that The charging demand information further includes the V2G permission status of the vehicle. Determining the target charging control mode according to the charging demand information and the grid power supply information further includes: When the available power supply is less than the total demand power, determine the target charging control mode as the second charging control mode, where the second charging control mode is a control mode for charging the second type of vehicle by using the grid and the first type of vehicle; Among all the vehicles connected to the vehicle charging station, the vehicles with the V2G permission status being permitted are the first type of vehicles, and the vehicles with the V2G permission status being prohibited are the second type of vehicles.

6. The charging control method according to claim 5, wherein The charging demand information further includes the maximum allowable discharge power of the vehicle, and the second charging control mode is the first sub-charging mode or the second sub-charging mode; Wherein, in the first sub-charging mode, the first type of vehicle discharges at the corresponding actual discharge power, and the actual discharge power is less than or equal to the maximum allowable discharge power; In the second sub-charging mode, all the first type of vehicles discharge at the corresponding maximum allowable discharge power.

7. The charging control method according to claim 6, wherein Determining the target charging control mode according to the charging demand information and the grid power supply information further includes: Determine the final available power supply according to the maximum allowable discharge power of each first type of vehicle and the available power supply; Determine the maximum demand charging power according to the maximum allowable charging power of each second type of vehicle; Select the target charging control mode as the first sub-charging mode or the second sub-charging mode according to the final available power supply and the maximum demand charging power.

8. The charging control method according to claim 7, wherein Selecting the target charging control mode as the first charging sub - mode or the second charging sub - mode according to the final available power and the maximum required charging power includes: When the final available power is greater than or equal to the maximum required charging power, selecting the target charging control mode as the first charging sub - mode; When the final available power is less than the maximum required charging power, selecting the target charging control mode as the second charging sub - mode.

9. The charging control method according to claim 8, wherein The charging demand information further includes the maximum allowable charging power of the second - type vehicles. Controlling each vehicle to charge according to the target charging control mode includes: In the first charging sub - mode, controlling all second - type vehicles to charge at their corresponding maximum allowable charging powers; In the second charging sub - mode, controlling the second - type vehicles to charge at their corresponding actual charging powers, where the actual charging power is less than or equal to the maximum allowable charging power.

10. The charging control method according to any one of claims 6-9, characterized in that For the actual discharge power corresponding to the first - type vehicles, the method includes: Obtaining the discharge evaluation index of each first - type vehicle; Determining the discharge weight corresponding to each first - type vehicle according to the discharge evaluation index; Determining the actual discharge power corresponding to each first - type vehicle according to the discharge weight corresponding to each first - type vehicle, the maximum required charging power, and the available power supply.

11. The charging control method according to claim 10, wherein The discharge evaluation index includes one or more of the state of charge of the first - type vehicle, the pre - stay duration of the first - type vehicle, the charged duration of the first - type vehicle, the charge - discharge integrity, and the discharge contribution degree.

12. The charging control method according to claim 11, wherein Determining the discharge weight corresponding to each first - type vehicle according to the discharge evaluation index includes: Determining the discharge evaluation coefficient corresponding to each first - type vehicle for each discharge evaluation index by the entropy weight method; Determining the minimum discharge evaluation coefficient among all discharge evaluation coefficients; Determining the discharge weight corresponding to each first - type vehicle according to the minimum discharge evaluation coefficient and the discharge evaluation coefficient corresponding to each first - type vehicle.

13. The charging control method according to claim 12, characterized in that, Determining the discharge evaluation coefficient corresponding to each first - type vehicle for each discharge evaluation index by the entropy weight method includes: Normalizing each discharge evaluation index to obtain the first normalized value corresponding to each discharge evaluation index; Determining the first information entropy corresponding to each discharge evaluation index according to the first normalized value; Determining the first index weight corresponding to each discharge evaluation index according to the first information entropy and the total number of discharge evaluation indexes; Determining the discharge evaluation coefficient corresponding to each first - type vehicle according to the first normalized value and the first index weight.

14. The charging control method according to claim 10, wherein Determining the actual discharge power corresponding to each first - type vehicle according to the discharge weight corresponding to each first - type vehicle, the maximum required charging power, and the available power supply includes: Determining the actual total discharge power that all first - type vehicles need to release according to the maximum required charging power and the available power supply; Determining the total discharge weight according to the discharge weight corresponding to each first - type vehicle; Determining the actual discharge power corresponding to each first - type vehicle according to the discharge weight corresponding to each first - type vehicle, the actual total discharge power, and the total discharge weight.

15. The charging control method according to claim 14, wherein The method further includes: Determining the initial discharge power corresponding to each first-type vehicle according to the discharge weight corresponding to each first-type vehicle, the actual total discharge power, and the total discharge weight; Step a, determining first target vehicles among all the first-type vehicles, where the initial discharge power of each first target vehicle is greater than the maximum allowable discharge power; Step b, performing power redistribution according to the initial discharge power corresponding to each first target vehicle and the maximum allowable discharge power corresponding to each first target vehicle to obtain the actual discharge power corresponding to each first-type vehicle; Repeatedly executing the above step a and step b until the actual discharge power of each first-type vehicle satisfies being less than or equal to the maximum allowable discharge power.

16. The charging control method according to claim 15, wherein Performing power redistribution according to the initial discharge power corresponding to each first target vehicle and the maximum allowable discharge power corresponding to each first target vehicle to obtain the actual discharge power corresponding to each first-type vehicle, including: Determining second target vehicles among all the first-type vehicles, where the initial discharge power of each second target vehicle is less than the maximum allowable discharge power; Determining the discharge power to be distributed according to the initial discharge power corresponding to each first target vehicle and the maximum allowable discharge power corresponding to each first target vehicle, and taking the maximum allowable discharge power corresponding to the first target vehicle as the actual discharge power of the first target vehicle; Updating the initial discharge power of each second target vehicle according to the discharge power to be distributed and the discharge weight of each second target vehicle, and taking the updated initial discharge power as the actual discharge power of the second target vehicle.

17. The charging control method according to claim 9, wherein For the actual charging power corresponding to the second-type vehicles, the method includes: Obtaining the charging evaluation index of each second-type vehicle; Determining the charging weight corresponding to each second-type vehicle according to the charging evaluation index; Determining the actual charging power corresponding to each second-type vehicle according to the charging weight corresponding to each second-type vehicle, the available power supply, and the maximum required charging power.

18. The charging control method according to claim 17, wherein The charging evaluation index includes a positive index and a negative index. The positive index includes one or more of the charge-discharge integrity and the discharge contribution degree. The negative index includes one or more of the state of charge of the second-type vehicle, the pre-stay duration of the second-type vehicle, and the charged duration of the second-type vehicle.

19. The charging control method according to claim 18, wherein Determining the charging weight corresponding to each second-type vehicle according to the charging evaluation index, including: Determining the charging evaluation coefficient corresponding to each second-type vehicle for each charging evaluation index by using the entropy weight method; Determining the minimum charging evaluation coefficient among all the charging evaluation coefficients; Determining the charging weight corresponding to each second-type vehicle according to the minimum charging evaluation coefficient and the charging evaluation coefficient corresponding to each second-type vehicle.

20. The charging control method according to claim 19, wherein Determining the charging evaluation coefficient corresponding to each second-type vehicle for each charging evaluation index by using the entropy weight method, including: Performing normalization processing on each positive index to obtain a second normalized value corresponding to each positive index; Performing normalization processing on each negative index to obtain a third normalized value corresponding to each negative index; Determining the second information entropy corresponding to each charging evaluation index according to the second normalized value and the third normalized value; Determine the second index weight corresponding to each charging evaluation index according to the second information entropy and the total number of items of the charging evaluation index; Determine the charging evaluation coefficient corresponding to each second-type vehicle according to the second normalization value, the third normalization value and the second index weight.

21. The charging control method according to any one of claims 17-20, characterized in that, Determine the actual charging power corresponding to each second-type vehicle according to the charging weight corresponding to each second-type vehicle, the available power supply and the maximum required charging power, including: Determine the actual total discharge power that all first-type vehicles need to release according to the maximum required charging power and the available power supply; Determine the final total charging power according to the actual total discharge power and the available power supply; Determine the total charging weight according to the charging weight corresponding to each second-type vehicle; Determine the actual charging power corresponding to each second-type vehicle according to the charging weight corresponding to each second-type vehicle, the final total charging power and the total charging weight.

22. The charging control method according to claim 21, wherein The method further includes: Determine the initial charging power corresponding to each second-type vehicle according to the charging weight corresponding to each second-type vehicle, the final total charging power and the total charging weight; Step a, determine the third target vehicle among all second-type vehicles whose initial charging power is greater than the maximum allowable charging power; Step b, perform power redistribution according to the initial charging power corresponding to each third target vehicle and the maximum allowable charging power corresponding to each third target vehicle to obtain the actual discharge power corresponding to each second-type vehicle; Loop and execute the step a and the step b until the actual charging power of each second-type vehicle satisfies being less than or equal to the maximum allowable charging power.

23. The charging control method according to claim 22, wherein Perform power redistribution according to the initial charging power corresponding to each third target vehicle and the maximum allowable charging power corresponding to each third target vehicle to obtain the actual discharge power corresponding to each second-type vehicle, including: Determine the fourth target vehicle among all second-type vehicles whose initial charging power is less than the maximum allowable charging power; Determine the charging power to be distributed according to the initial charging power corresponding to each third target vehicle and the maximum allowable charging power corresponding to each third target vehicle, and use the maximum allowable charging power corresponding to the third target vehicle as the actual charging power of the third target vehicle; Update the initial charging power of the fourth target vehicle according to the charging power to be distributed and the charging weight of the fourth target vehicle, and use the updated initial charging power as the actual charging power of the fourth target vehicle.

24. The charging control method according to claim 11 or 18, wherein Regarding the charge-discharge integrity, it includes: Obtain the average historical expected SOC value and the average historical expected stay duration of the user for the vehicle; Obtain the average historical actual supplementary SOC value and the average historical actual stay duration of the vehicle; Determine the charge-discharge integrity according to the average historical expected SOC value, the average historical expected stay duration, the average historical actual supplementary SOC value and the average historical actual stay duration.

25. The charging control method according to claim 11 or 18, characterized in that Regarding the discharge contribution degree, it includes: Obtain the average historical discharge SOC value and the average historical maximum allowable discharge SOC value of the vehicle; Determine the discharge contribution degree according to the average historical discharge SOC value and the average historical maximum allowable discharge SOC value.

26. A charging control device, characterized in that, Comprising: At least one processor; A memory communicatively connected to at least one of the processors; Wherein, the memory stores a computer program executable by at least one of the processors, and when at least one of the processors executes the computer program, the charging control method according to any one of claims 1-25 is implemented.

27. A computer storage medium, on which a computer program is stored, characterized in that, When the computer program is executed by the processor, the charging control method according to any one of claims 1-25 is implemented.

28. A computer program product comprising a computer program, characterized in that, When the computer program is executed by the processor, the steps of the charging control method according to any one of claims 1-25 are implemented.

Images