Discharge control method and device and vehicle

Abstract

The invention provides a vehicle-to-power-grid discharge control method and device and a vehicle, is applied to the vehicle comprising a power battery, at least one vehicle-mounted power generation device and a discharge interface, and comprises the following steps: in response to a vehicle-to-power-grid discharge activation instruction, determining that the states of the power battery and the at least one vehicle-mounted power generation device are normal; executing a power-on safety sequence including a pre-charging process before supplying electric energy to the external power grid to establish a target power grid inside the vehicle; controlling a target power grid of the vehicle to establish discharge intention connection with an external power grid; and according to a preset energy scheduling strategy and the current working states of the power battery and the at least one vehicle-mounted power generation device, at least one energy source is selected from the power battery and the at least one vehicle-mounted power generation device, and electric energy is supplied to the external power grid through the discharging interface.

Description

TECHNICAL FIELD

[0001] One or more embodiments of the present specification relate to the technical field of new energy vehicles, and in particular to a vehicle-to-grid discharging control method and device and a vehicle. BACKGROUND

[0002] With the development of new energy vehicle technology, vehicles integrate multiple energy forms. For example, in addition to power batteries as the main power source, vehicles can be equipped with vehicle-mounted photovoltaic power generation devices to utilize solar energy, or fuel power generation devices (such as range extenders) as backup power sources. In the prior art, the management system of these vehicle-mounted energy sources mainly aims to meet the driving and auxiliary equipment power demand of the vehicle itself. For example, the electric energy generated by the vehicle-mounted photovoltaic device or the electric energy generated by the range extender is usually used to directly drive the vehicle or charge the power battery.

[0003] However, this energy management mode has significant limitations. The energy system of a vehicle is usually a closed internal circulation system, which only realizes internal power supply. When the vehicle is parked for a long time and the power battery is in a high power state, the electric energy generated by the vehicle-mounted renewable energy device such as photovoltaic cannot be effectively utilized, resulting in waste of energy. Similarly, the backup power generation device such as the range extender can only be started when the vehicle needs electric energy. This means that these vehicle-mounted energy assets are limited to the vehicle interior and cannot interact with the external grid for energy. The potential economic value and auxiliary service value to the grid cannot be explored. In addition, when coordinating the collaborative work of multiple energy sources with different characteristics, how to ensure the safety of the complex electrical system under various mode switching is also a problem to be solved. SUMMARY

[0004] Therefore, the purpose of the present specification is to solve the technical problems in the prior art that the vehicle-mounted multi-energy system can only supply power internally and cannot interact with the external grid for energy, resulting in the inability to realize the value of energy assets.

[0005] To achieve the above purpose, one or more embodiments of the present specification provide a vehicle-to-grid discharging control method applied to a vehicle including a power battery, at least one vehicle-mounted power generation device, and a discharging interface, comprising: in response to a vehicle-to-grid discharging activation instruction, determining that the state of the power battery and the at least one vehicle-mounted power generation device is normal; before supplying electric energy to the external grid, performing a power-on safety sequence including a pre-charging process to establish a target grid inside the vehicle; controlling the target grid of the vehicle to establish a discharging intent connection with the external grid; According to a preset energy scheduling strategy and a current working state of the power battery and the at least one vehicle-mounted power generation device, at least one energy source is selected from the power battery and the at least one vehicle-mounted power generation device, and electric energy is supplied to the external power grid through the discharging interface.

[0006] More preferably, the target power grid comprises a positive line and a negative line, the positive line comprises a pre-charging line and a discharging line in a parallel relationship; the execution of the power-on safety sequence comprising a pre-charging process comprises: closing a total negative contactor for connecting the negative line and a pre-charging contactor for connecting the pre-charging line, to pre-power on a positive bus in the positive line through a pre-charging resistor; after the voltage of the positive bus reaches a preset threshold, closing a total positive contactor and disconnecting the pre-charging contactor, to complete the establishment of the target power grid inside the vehicle through the discharging line.

[0007] More preferably, the method further comprises: monitoring the states of the total positive contactor, total negative contactor and pre-charging contactor in real time; when detecting that the actual state of any contactor does not match the control instruction, executing a safety power-off program to disconnect the target power grid.

[0008] More preferably, before executing the power-on safety sequence comprising a pre-charging process, the method further comprises: obtaining the switch states of the total positive contactor, total negative contactor and pre-charging contactor, and when all the switch states are in the disconnected state, sending an instruction to close the total negative contactor and pre-charging contactor; when at least one of the switch states contains a closed state, sending a contactor sticking warning to stop executing the power-on safety sequence.

[0009] More preferably, the method further comprises: during the process of supplying electric energy to the external power grid, when monitoring that the state of charge (SOC) of the power battery is lower than a preset lower threshold, stopping using the power battery to supply electric energy to the external power grid.

[0010] More preferably, the vehicle comprises a vehicle controller, a battery management system and a vehicle-mounted power generation device controller; before controlling the target power grid of the vehicle to establish a discharging intention connection with the external power grid, the method further comprises: controlling the vehicle controller to send a wake-up instruction to the battery management system and vehicle-mounted power generation device controller; obtaining state feedback information obtained by the battery management system and vehicle-mounted power generation device controller after being woken up by executing a self-checking program; Based on the state feedback information, standby state is judged, and after judging that the state is normal, the target power grid of the vehicle and the external power grid are connected for discharging intention.

[0011] More preferably, the vehicle-mounted power generation equipment includes at least one of a vehicle-mounted renewable energy power generation device and a fuel power generation device; and the energy scheduling strategy includes: The vehicle-mounted renewable energy power generation device is preferentially scheduled to supply power to the external power grid. When the power of the vehicle-mounted renewable energy power generation device does not reach a preset threshold, at least one of the power battery and the fuel power generation device is scheduled to supply power to the external power grid in combination with the vehicle-mounted renewable energy power generation device.

[0012] More preferably, the scheduling of at least one of the power battery and the fuel power generation device to supply power to the external power grid in combination with the vehicle-mounted renewable energy power generation device includes: Every preset period, the current power selling price for supplying power to the external power grid is obtained; The cost of using the power battery, the fuel power generation device, and the vehicle-mounted renewable energy power generation device to generate power is calculated; The scheduling of at least one of the power battery and the fuel power generation device to supply power to the external power grid in combination with the vehicle-mounted renewable energy power generation device aims to maximize the total profit of supplying power to the external power grid.

[0013] More preferably, before responding to the vehicle-to-grid discharging activation instruction, the vehicle is in a double charging state of plug-in charging and vehicle-mounted power generation equipment charging, and the method further includes: The power state of the power battery is monitored; When the power state reaches a preset full charging threshold, a charging contactor is disconnected to cut off the plug-in charging circuit, and a power generation equipment enablement is disconnected to cut off the vehicle-mounted power generation equipment charging; It is detected whether the user activates the vehicle-to-grid discharging instruction.

[0014] Another aspect of the embodiments of the present specification provides a vehicle-to-grid discharging control device, which includes a memory, a processor, and a computer program stored in the memory, and the processor executes the computer program to implement the steps of the vehicle-to-grid discharging control method as described above.

[0015] Still another aspect of the embodiments of the present specification provides a vehicle-to-grid discharging control system, which includes the vehicle-to-grid discharging control device as described above.

[0016] Yet another aspect of embodiments of the present specification provides a vehicle. The vehicle includes the vehicle-to-grid discharging control device as described above.

[0017] Through the discharging control method, system and vehicle described in one or more embodiments of the present specification, firstly, the energy asset value-added and two-way interaction is realized, by converting the vehicle into a mobile distributed energy storage and power generation unit, which can safely feed the power generated by various on-board energy to the power grid, users can participate in the peak load shifting of the power grid to obtain economic benefits, and the value of the on-board energy asset is activated. Secondly, the energy utilization flexibility and efficiency are improved, through intelligent collaborative scheduling strategy, various energies such as photovoltaic, range extender and power battery can be integrated, for example, the excess photovoltaic power after the battery is fully charged can be sold to the power grid, avoiding energy waste, and at the same time, the vehicle can be used as a multi-energy backup power supply in emergency. Moreover, the electrical safety of multi-mode switching is strengthened, by forcibly executing the high-voltage power-on safety sequence including the pre-charging process before discharging to the power grid, the risk of electrical shock caused by mode switching and high-voltage power-on is effectively prevented, and the stability and safety of the high-voltage system of the vehicle under complex vehicle-to-grid working conditions are ensured. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 FIG. 1 is a schematic diagram of a vehicle high-voltage system structure provided by an example embodiment.

[0019] Figure 2 FIG. 2 is a schematic diagram of a vehicle control system architecture provided by an example embodiment.

[0020] Figure 3 FIG. 3 is a schematic diagram of the circuit connection relationship of the vehicle controllers provided by an example embodiment.

[0021] Figure 4 FIG. 4 is a simplified core flow of a vehicle-to-grid discharging control method provided by an example embodiment.

[0022] Figure 5 FIG. 5 is a signaling interaction timing diagram between vehicle controllers provided by an example embodiment.

[0023] Figure 6 FIG. 6 is a detailed judgment logic flowchart of a vehicle-to-grid discharging of the vehicle in two states provided by an example embodiment.

[0024] Figure 7 FIG. 7 is a schematic diagram of a discharging control device provided by an example embodiment. DETAILED DESCRIPTION

[0025] In order for those skilled in the art to better understand the technical solutions in the specification, the technical solutions in the specification will be clearly and completely described below in combination with the drawings in the embodiments of the specification. Obviously, the described embodiments are only part of the embodiments of the specification, not all the embodiments. Based on the embodiments in the specification, all other embodiments obtained by those of ordinary skill in the art without creative labor should belong to the protection scope of the specification.

[0026] In an embodiment provided in the specification, a vehicle-to-grid discharging control method and system based on photovoltaic and methanol range extender are implemented. The embodiment is intended to illustrate how a vehicle equipped with multiple vehicle-mounted energy sources responds to user instructions to safely and intelligently cooperate with the vehicle-mounted power battery, the vehicle-mounted photovoltaic power generation device, and the methanol range extender to realize the discharging function to the external grid.

[0027] Figure 1 The vehicle internal grid system structure schematic diagram provided in the embodiment of the specification is shown. Specifically, the energy system of the vehicle includes a power battery 110 as a main energy storage unit, and at least one vehicle-mounted power generation device. In the embodiment, the vehicle-mounted power generation device includes a photovoltaic 120 as a vehicle-mounted renewable energy power generation device, and a methanol range extender 130 as a fuel power generation device. These energy units are connected through a positive bus 150 to realize the collection and distribution of electric energy. The power battery 110 is connected with the positive bus 150 through a set of switch systems, which includes a total positive contactor K1, a total negative contactor K2, and a pre-charge circuit connected in parallel with the total positive contactor K1. The pre-charge circuit is composed of a pre-charge resistor and a pre-charge contactor K3. As shown, the vehicle internal grid includes a pre-charge circuit and a discharging circuit in parallel, which is designed to realize the safe power-on of the positive bus. The physical channel for energy interaction between the vehicle and the external grid is a discharging interface 40, which is connected with the positive bus 150 through a charging contactor K4. The positive bus 150 is also connected with a DC / AC inverter for converting direct current into alternating current to drive the motor or supply power to the grid, and is also connected with other vehicle-mounted high-voltage electrical appliances. Figure 1 As shown, the vehicle internal grid includes a pre-charge circuit and a discharging circuit in parallel, which is designed to realize the safe power-on of the positive bus. The physical channel for energy interaction between the vehicle and the external grid is a discharging interface 40, which is connected with the positive bus 150 through a charging contactor K4. The positive bus 150 is also connected with a DC / AC inverter for converting direct current into alternating current to drive the motor or supply power to the grid, and is also connected with other vehicle-mounted high-voltage electrical appliances.

[0028] Figure 2A schematic diagram of the vehicle control system architecture is provided for the embodiments of the present disclosure. The whole discharging control method is implemented by the vehicle controller 200. As the core control unit of the vehicle, the vehicle controller (VCU) 200 exchanges high-speed information with each sub-controller through the vehicle communication network (such as the controller area network). These sub-controllers include: the battery management system (BMS) 210 responsible for monitoring and managing the state of the power battery; the motor controller (MCU) responsible for obtaining electrical energy from the power battery, modulating through its own inverter, providing the required electrical energy for the drive motor, thereby controlling the speed and torque of the motor, and realizing the operations of vehicle start, acceleration, braking, deceleration, climbing, energy recovery, etc.; the range extender controller (FCU) 220 responsible for controlling the start-stop and power generation of the methanol range extender; the photovoltaic controller 230 responsible for managing the photovoltaic power generation process and connecting its electrical energy to the positive bus; and the auxiliary device power controller (APU) 240. In addition, the vehicle controller 200 is also connected with the human-machine interface 250, which can be a vehicle-mounted central control large screen or a mobile terminal application installed on the user's smart phone. The user can issue instructions and set parameters through the interface. The circuit connection relationship of the above-mentioned controllers is shown in Figure 3 .

[0029] The specific flow of the vehicle-to-grid discharging control method in the present embodiment will be described in detail below in combination with Figure 4 , Figure 5 and Figure 6 . Among them, Figure 4 shows the simplified core flow of the method, Figure 5 shows the signaling interaction timing between the controllers, and Figure 6 gives the control flow including detailed judgment logic in two states of the vehicle.

[0030] As shown in Figure 4 , the flow starts from step S410: receiving a vehicle-to-grid discharging activation instruction. In a typical application scenario, the user can expect to sell electricity to the grid to obtain a profit by using the vehicle energy according to the selling price of the grid (for example, the price is higher during the peak power consumption period). At this time, the user can activate the vehicle-to-grid discharging function of the vehicle through the human-machine interface on his mobile terminal. The activation instruction can include parameters set by the user, for example, the user can set a discharging cut-off state-of-charge threshold (such as 30%) of the power battery to ensure that the vehicle always retains enough power for future travel needs. The instruction is set by the human-machine interface, sent to the communication module of the vehicle via the wireless network, and finally delivered to the vehicle controller. The vehicle controller parses the instruction to confirm that it is a valid vehicle-to-grid discharging request.

[0031] Upon receiving the instruction, the vehicle controller first performs a series of preparation operations. It sends a wake-up instruction to the battery management system, the range extender controller, the photovoltaic controller, and all other controllers related to high-voltage electricity and energy sources through the communication network. After the controllers are woken up, they perform internal self-checking procedures and feed back the self-checking results and current state information to the vehicle controller. These information include but are not limited to: the current state of charge, voltage, and temperature of the power battery reported by the battery management system; the current light intensity and estimated power generation reported by the photovoltaic controller; and the methanol fuel remaining amount and device status reported by the range extender controller. The vehicle controller comprehensively judges these information to confirm that all key systems are in normal standby state.

[0032] After confirming that the system is normal, the process enters step S420: performing a power-on safety sequence including a pre-charge process. This step aims to safely establish the target power grid inside the vehicle, i.e., the power grid preset with a voltage threshold range for discharging to the external power grid, and according to different external discharge settings, the voltage threshold range can include one or more of low, medium, and high levels. Through the power-on safety sequence, the large current (i.e., inrush current) generated by instantaneous power-on is avoided to impact the capacitive load (especially the large capacitor inside the DC / AC inverter) on the positive bus, thereby protecting the power components. The specific execution process of the sequence is as follows, and corresponds to Figure 4Sub-steps S421 and S422 in the sub-step S421, the vehicle controller sends an instruction to the battery management system, requiring it to close the total negative contactor K2 and the pre-charge contactor K3; the total negative contactor K2 is the total opening of the negative pole of the target power grid, used to open / cut off the negative pole line, and the pre-charge contactor K3 is the pre-charge line switch in the positive pole line of the target power grid. After the instruction is sent, the battery management system drives the coils of the two contactors to make their physical contacts closed. At this time, the positive pole of the power battery passes through the pre-charge resistor and the pre-charge contactor K3, and the negative pole passes through the total negative contactor K2, to form a charging loop with the positive bus. Due to the existence of the pre-charge resistor (usually set to a high impedance value resistor), the current flowing to the positive bus is limited within a small safe range (for example, 1-2 amperes), and the voltage of the positive bus rises slowly. During this period, the vehicle controller 200 continues to monitor the voltage value of the positive bus 50 through the battery management system 210. Subsequently, in sub-step S422, when the vehicle controller monitors that the voltage of the positive bus has risen to a preset threshold (for example, more than 95% of the terminal voltage of the power battery 110), it indicates that the voltage difference between the positive bus and the power battery is small enough. At this time, the vehicle controller sends a new instruction to the battery management system, requiring it to close the total positive contactor K1, and can simultaneously or later disconnect the pre-charge contactor K3. Since the discharge line where the total positive contactor K1 is located is in parallel with the pre-charge line where the pre-charge resistor is located, after the total positive contactor K1 is closed, a low-impedance main loop is formed between the power battery and the positive bus, and the target power grid inside the vehicle is thus completely established. The entire positive bus power-up safety sequence is completed.

[0033] After the target power grid inside the vehicle is stably established, the process enters step S430: establishing the discharge intention connection between the target power grid of the vehicle and the external power grid. The vehicle controller communicates with the external charging pile (as a power grid interface) through the control guide circuit of the discharge interface. The communication content follows a specific vehicle-to-grid protocol, such as the ISO 15118 standard. The vehicle controller indicates to the charging pile its vehicle-to-grid discharge intention, maximum discharge power that can be provided, and other information. After confirming that the power grid side conditions allow, the charging pile returns a signal allowing discharge. After receiving the signal, the vehicle controller instructs the battery management system or an independent power distribution controller to close the charging contactor K4, thereby physically connecting the positive bus of the vehicle with the external power grid, and the discharge channel is completely established.

[0034] After the channel is established, the process enters the energy scheduling and power supply phase, i.e., steps S440 and S450. The vehicle controller intelligently selects and coordinates one or more energy sources to supply power to the grid according to a preset energy scheduling strategy. In this embodiment, a priority strategy based on energy cost and availability is adopted. Specifically, in step S440, the vehicle controller executes the following decision logic: First, evaluate the on-board renewable energy. The vehicle controller queries the photovoltaic controller for the current real-time power generation. It can be understood that, since the marginal cost of photovoltaic power generation is almost zero, it has the highest scheduling priority. Second, evaluate the power battery. The vehicle controller obtains the current state of charge of the power battery from the battery management system and compares it with the user-set discharge cut-off state of charge threshold SOC (e.g., 30%). If the current state of charge is higher than the threshold, the power battery is considered as an available energy source. Third, evaluate the fuel power generation device. The vehicle controller queries the range extender controller for the methanol fuel remaining amount and checks whether the user has authorized the start of the methanol range extender in the vehicle-to-grid mode on the human-machine interface. If the fuel is sufficient and the user has authorized it, the methanol range extender is also considered as an available energy source.

[0035] In step S450, the vehicle controller coordinates multiple energy sources to supply power to the grid according to the above decision results. For example, assuming that the user sets the total discharge power to be 5 kW. As one possible implementation, in a scenario with sufficient sunlight, if the photovoltaic controller reports that the current photovoltaic output is 3 kW, the vehicle controller will preferentially use this 3 kW of power. The remaining 2 kW power gap is then supplemented by the power battery. Accordingly, the vehicle controller will send an instruction to the battery management system to discharge 2 kW of power. Alternatively, in another scenario, if the sunlight is insufficient (photovoltaic power is 0), the user sets the discharge power requirement to be 8 kW, and the user authorizes the use of the range extender. At this time, the vehicle controller can simultaneously issue instructions to the battery management system and the range extender controller. For example, instruct the battery management system to control the power battery to output 5 kW of power, and instruct the range extender controller to start the methanol range extender and stabilize the output at 3 kW of power. The direct current power generated by all the scheduled energy sources (photovoltaic, power battery, methanol range extender) is collected on the positive bus, and then converted into alternating current with the same frequency and phase as the external grid through a DC / AC inverter, and finally transmitted to the grid through the discharge interface.

[0036] Regarding how to allocate the power distribution of the power battery and the methanol range extender, before performing energy scheduling, the vehicle controller can also perform the following economic analysis: Obtain the current selling price of electricity supplied to the external grid: the vehicle controller obtains the current selling price of electricity supplied to the external grid from the cloud through the network communication module. For example, it is currently the peak period of electricity price, and the selling price of electricity is 1.2 yuan / kWh.

[0037] The cost of using the power battery, the fuel power generation device and the vehicle-mounted renewable energy power generation device to generate power is calculated: for photovoltaic, its power generation process does not consume fuel, and the maintenance cost is negligible, so the marginal cost of its power generation is calculated by the vehicle controller as 0 yuan / kWh; for the power battery, the discharge cost is mainly the electricity cost spent during charging. The vehicle controller or the battery management system records the historical charging information, especially the charging cost at the valley time electricity price. For example, if the vehicle is used to charge during the night valley electricity period, the charging cost is 0.3 yuan / kWh, and this cost value is taken as the discharge marginal cost of the power battery; for the methanol range extender, the power generation cost is mainly the fuel consumption cost. The vehicle controller obtains the latest methanol market price from the cloud, and calculates the marginal cost of power generation according to the power generation efficiency of the methanol range extender (for example, the amount of electricity generated per liter of methanol). For example, it is calculated that the current cost of using the methanol range extender to generate power is 0.8 yuan / kWh.

[0038] Next, the profit of each energy source can be calculated and compared: The profit of photovoltaic = selling price - cost = 1.2 - 0 = 1.2 yuan / kWh.

[0039] The profit of the power battery = selling price - cost = 1.2 - 0.3 = 0.9 yuan / kWh.

[0040] The profit of the methanol range extender = selling price - marginal cost = 1.2 - 0.8 = 0.4 yuan / kWh.

[0041] Finally, dynamic decision and scheduling are made: the vehicle controller sorts the available energy sources from high to low according to the calculated profit, with the goal of maximizing the total profit of supplying power to the external power grid, and schedules at least one of the power battery and the fuel power generation device to supply power to the external power grid together with the vehicle-mounted renewable energy power generation device. In this example, the priority order is: photovoltaic > power battery > methanol range extender. Then, the vehicle controller 200 supplies power according to this dynamically generated priority order (step S450) to meet the user's discharge power demand. That is, it uses as much as possible the energy source with the highest profit, and the insufficient part is supplemented by the energy source with the second highest profit.

[0042] The advantage of this strategy is its dynamic adaptability. Suppose that during the vehicle-to-grid discharging process, the time enters the flat electricity price period, and the selling price drops from 1.2 yuan / kWh to 0.7 yuan / kWh. The vehicle controller will immediately recalculate the profit: The profit of photovoltaic is 0.7 yuan / kWh.

[0043] Power battery profit: 0.7 - 0.3 = 0.4 yuan / kWh.

[0044] Methanol range extender profit: 0.7 - 0.8 = -0.1 yuan / kWh.

[0045] At this time, the vehicle controller determines that using the methanol range extender for vehicle-to-grid discharging will result in a loss. Therefore, it will automatically update the scheduling strategy to remove the methanol range extender from the list of available energy sources, or prompt the user on the human-machine interface that "using the range extender to discharge is not economical". Even if the discharge power demand cannot be fully met by photovoltaic and power battery, the vehicle controller will avoid starting the methanol range extender, thus ensuring the user's economic benefit.

[0046] This embodiment introduces a dynamic scheduling algorithm based on real-time economic information, enabling the vehicle's vehicle-to-grid behavior to automatically adjust the energy combination according to changing market conditions to optimize user economic benefits, thereby enhancing the commercial value and user appeal of the technical solution.

[0047] During the entire discharging process, the vehicle controller continuously performs monitoring. On the one hand, it monitors the state of charge of the power battery in real time, and as soon as it finds that it has decreased to the user-set SOC30% threshold, it immediately stops taking power from the power battery to reserve the necessary driving range, at which time only photovoltaic and / or methanol range extender continue to supply power. On the other hand, the vehicle controller also monitors the auxiliary contact state of all high-voltage contactors (K1, K2, K3, K4). For example, if the vehicle controller instructs to close the total positive contactor K1, but the feedback auxiliary contact state remains open for a long time, it is judged as a contactor fault; conversely, if it is instructed to open, but the feedback state is still closed, it is judged as a contactor sticking. Once such abnormal conditions that do not match the control instructions are detected, the vehicle controller will immediately trigger a high-priority safety power-down program.

[0048] Finally, when the user sends a stop command through the human-machine interface, or the preset conditions (such as time length, power) of vehicle-to-grid discharging have been met, the process enters step S460: end discharging and safely power down. The vehicle controller first reduces the output power of all energy sources to zero, then sends a communication instruction to the charging pile to end discharging, then instructs to open the charging contactor K4, and finally performs a safety power-down sequence opposite to high-voltage power-up (for example, first open the total positive contactor K1, then open the total negative contactor K2), thereby completely disconnecting the high-voltage loop and returning the vehicle to a stationary state.

[0049] Figure 6In another embodiment provided in the specification, the complete control flow of the vehicle controller performing logical judgment, circuit control, and V2G discharge is illustrated in detail. The flow is for a new energy vehicle with V2G (Vehicle-to-Grid) reverse discharge function, and the scenario is that the vehicle needs to supply power to an external charging pile to realize the energy interaction of "vehicle charging the grid". In this embodiment, the target power grid inside the vehicle is set to a high-voltage state (for example, 300-600V) to provide power to the external power grid.

[0050] In the first state, the vehicle is in a key-on state (that is, the vehicle low-voltage system has woken up and can receive and execute control instructions), and the charging gun has been reliably inserted into the vehicle discharge interface and the vehicle is in a parked state (the parking brake has been activated to ensure that the vehicle does not move during discharge, and the mechanical and electrical connections of the charging gun and the interface are normal, providing a physical channel for reverse power transmission). The entire flow takes VCU (vehicle controller) as the core control unit, coordinates BMS (battery management system), MCU (drive motor controller), auxiliary drive controller and other components, and realizes safe and stable reverse discharge through the logic of "wake-up - self-check - high-voltage establishment - function activation - discharge control - exception handling".

[0051] As shown in Figure 6 , the specific process includes the following steps: I. Initial state and VCU wake-up self-check (steps 0-1) Step 600: VCU sleep When the vehicle does not meet the reverse charging start conditions, the VCU is in a sleep state by default, only the low-voltage wake-up circuit is powered on, and it can receive key or charging gun trigger signals to avoid invalid power consumption.

[0052] Step 601: VCU wake-up and self-check The VCU first detects the key signal: if there is no valid signal, it remains in sleep state (return to step 600); if there is a signal, it triggers its own wake-up and self-check of hardware (CPU, communication module) and software (control program). If the self-check fails (such as communication interruption), return to step 600 to avoid loss of control in subsequent processes; if the self-check passes, proceed to the component wake-up link (step 602).

[0053] II. Multi-component wake-up and self-check (steps 602-603) Step 602: Component wake-up and state feedback VCU as the "commander", wake up the key components: auxiliary drive controller (including photovoltaic DC / DC, steering controller, low-voltage DC / DC), battery management system (BMS), drive motor controller (MCU), if the vehicle is equipped with range extender or fuel cell, also need to wake up the range extender controller (APU), fuel cell controller (FCU). After waking up, VCU waits for T1 (for example, 1000ms) for each component to feedback "self-check OK" signal - if all components are normal, enter contactor detection (step 4); if any component does not feedback or reports a fault within the timeout, the sleep operation needs to be performed (step 603).

[0054] Step 603: component sleep instruction VCU sends "stop enable + sleep instruction" to the awakened components, and the auxiliary drive controller, BMS, MCU, etc. will delay sleep according to their own strategy (such as BMS saving battery data first) to avoid data loss. After all components sleep, VCU also enters sleep and returns to step 600.

[0055] Three, contactor state troubleshooting and high-voltage loop establishment (steps 604-609) Step 604: Contactor Pre-Check The contactor is the "switch" of the high-voltage loop, and it needs to be ensured to be disconnected before reverse charging. VCU detects the total positive, total negative, pre-charge, and driving contactor state through BMS and auxiliary drive controller: if there is a disconnected contactor (such as a driving contactor sticking), enter fault handling (step 605); if all are disconnected, start building the high-voltage loop (step 606).

[0056] Step 605: Contactor Forced Disconnection and Alarm VCU synchronously issues instructions: stop MCU, FCU, APU enable and sleep, and at the same time requires BMS and auxiliary drive controller to disconnect all contactors (including charging contactors). Then wait for T2 (for example, 800ms): if the timeout is not received "all disconnected" feedback, it is determined that the fault cannot be repaired, and step 603 is entered to sleep; if the feedback is disconnected, but there is a risk of sticking before, VCU reports "contactor sticking alarm" on the instrument panel, and then enters step 603.

[0057] Step 606: Core Contactor Closure VCU sends the "close total negative, pre-charge, driving contactor" instruction to the BMS and auxiliary drive controller: the total negative contactor is closed first to provide a negative path; the pre-charge contactor is closed to slowly raise the loop voltage and avoid a large current impact; the driving contactor is closed to ensure the loop integrity when parking. Wait for T2 (for example, 800 ms): if the feedback is closed, go to the next step (step 7); if not, return to step 5 and forcibly disconnect.

[0058] Step 607: total positive contactor closed The total positive contactor is the "total switch" of the high-voltage loop. VCU sends a closing instruction to the BMS alone, waits for T3 (for example, 500 ms): if the feedback is closed, the high-voltage loop is initially formed; if not, return to step 605 to avoid partial connection causing a short circuit.

[0059] Step 608: auxiliary drive component activation VCU sends the "DC / DC, DC / AC enable instruction" to the auxiliary drive controller: DC / DC converts high voltage to low voltage to power the central control and sensors; DC / AC converts DC to AC for subsequent transmission to the charging pile. Wait for T4 (for example, 1200 ms), if the low-voltage DC / DC is not activated (low-voltage power supply is unstable), return to step 605; if activated successfully, the vehicle establishes high voltage (step 609).

[0060] Step 609: high-voltage ready state At this time, the vehicle can discharge externally (to the charging pile) or power itself high-voltage components (such as air conditioning), and enter the user demand judgment link (step 610).

[0061] Four, photovoltaic function and V2G activation judgment (steps 610-615) Step 610: photovoltaic function activation detection VCU judges two conditions: whether the user activates the photovoltaic function through the APP / central control; whether the photovoltaic DC / DC is fault-free and the light meets the power generation demand (such as light≥200W / ㎡). Both conditions are met to enter photovoltaic power distribution (step 611); otherwise, disable photovoltaic (step 612).

[0062] Step 611: photovoltaic power distribution If the user activates the V2G function, part of the photovoltaic power is used to charge the vehicle, and part is transmitted to the charging pile through DC / AC, while returning to step 609 to continuously monitor the high-voltage state; if V2G is not activated, the basic conditions for reverse discharge need to be confirmed (step 613).

[0063] Step 612: photovoltaic disable and V2G judgment VCU disconnects photovoltaic DC / DC, enables, and detects whether the user activates V2G: if yes, enter the charging contactor closing (step 614); if no, perform standby recovery (step 615).

[0064] Step 613: reverse discharge condition confirmation VCU verifies two points: whether the charging gun is reliably inserted (to avoid discharge interruption); whether the BMS (battery SOC≥20%), MCU, and other components allow discharge. If both are satisfied, enter step 614; otherwise, enter step 615.

[0065] Step 614: charging contactor closing VCU sends a "close charging contactor" instruction to BMS and waits for T4 (e.g., 1200ms): if the feedback is closed, the reverse discharge loop is open, and enter the pile vehicle interaction (step 616); if not closed, return to step 615.

[0066] Step 615: standby recovery operation VCU issues instructions: disconnect the charging contactor, disable photovoltaic, stop the range extender, and send a "prohibit charging" command to the charging pile, then return to step 609 and wait for the user to trigger V2G again.

[0067] Five, pile vehicle interaction and electric energy output (steps 616-622) Step 616: pile vehicle interaction verification BMS sends a "V2G discharge request" (including discharge power and battery voltage parameters) to the charging pile, and the charging pile detects its own state (such as grid access situation): if it allows discharge, it feeds back to VCU, and enters the electric energy source judgment (step 617); if not, return to step 615.

[0068] Step 617: electric energy source and power calculation VCU judges the status of photovoltaic and range extender: if the range extender is available, combine the battery SOC (such as SOC=50% output 8kW) and the charging pile allowed power to calculate the optimal output power of the range extender to avoid overcharging or insufficient power.

[0069] Step 618: photovoltaic + range extender cooperative discharge If both are available, VCU activates photovoltaic DC / DC and starts the range extender: if the user activates V2G, the combined electric energy is transmitted to the charging pile, and returns to step 17 for loop monitoring; if not, enter single electric energy source judgment (step 619).

[0070] Steps 619-22: single electric energy output Step 619: If only photovoltaic is available, go to step 620; if only range extender is available, go to step 621; if neither is available, return to step 615.

[0071] Step 620: Activate photovoltaic DC / DC; if user activates V2G, photovoltaic power is transmitted to the charging pile, return to step 617; if not activated, return to step 615.

[0072] Steps 621-622: Start the range extender; if the user activates V2G, the range extender generates power and transmits it to the charging pile, return to step 617; if not activated, return to step 615.

[0073] Figure 6 It is also shown that in the second state, i.e. when the vehicle is in the "gun charging state", the V2G reverse charging process needs to add the switching judgment of "charging to discharging" on the basis of the normal charging logic, and the core is still the VCU control core, combined with the interaction of BMS, auxiliary drive controller and charging pile, to ensure the safe switching of power flow. Specifically, it includes: Six, initial wake-up and self-check in the gun charging state (steps 623-624) Step 623: Charging gun detection and VCU wake-up self-check In this state, the VCU first detects whether the charging gun is inserted through the mechanical lock signal or current feedback of the discharge interface: if the gun signal (such as the gun body falling off) cannot be detected, it directly returns to the initial sleep state (step 600); after confirming the insertion of the gun, the VCU is woken up and starts self-checking —— troubleshooting of hardware (such as high-voltage communication module), software (charging and discharging switching logic). If the self-checking is passed, go to component state verification (step 624); if the self-checking fails (such as abnormal switching logic), return to step 600 to sleep to avoid charging and discharging conflicts.

[0074] Step 624: Judgment of self-checking results of multiple components VCU does not need to wake up components repeatedly (core components are in standby state during gun charging), only needs to receive "self-check OK" feedback from auxiliary drive controller subunit, BMS, FCU (if any), APU (if any) within T1 (e.g. 1000ms). If all components are fault-free, it means that the hardware basis for "charging to discharging" is available, go to contactor state troubleshooting (step 625); if any component fails to feedback or reports a fault within the timeout, execute the component sleep instruction in step 603 to cut off unnecessary power supply.

[0075] Seven, high-voltage loop preparation before charging and charging permission verification (steps 625-632) Step 625: Contactor pre-detection (charging mode) Before charging, it is necessary to ensure that the high-voltage loop is not abnormally connected. VCU detects the states of the total positive, total negative, pre-charge, and charging contactors through the BMS and auxiliary drive controller. If all contactors are in the open state, it means that there is no short circuit risk in the high-voltage loop, and the contactor closing process (step 26) is entered. If there is an unopened contactor (such as a charging contactor sticking), the fault handling (step 5) is triggered directly, and all contactors are forced to be opened and the hidden trouble is checked.

[0076] Step 626: Core contactor closing (charging loop) VCU sends the "close total negative and pre-charge contactors" instruction to the BMS and auxiliary drive controller. The total negative contactor is closed first to build the high-voltage loop negative path. The pre-charge contactor is closed to slowly raise the loop voltage to the battery voltage level, avoiding a large current impact when the total positive contactor is closed later (protecting the battery and contactor). VCU waits for T2 (e.g., 800ms) feedback: if both are closed, the total positive contactor closing (step 627) is entered; if not closed, return to step 605 and force the closed contactors to be opened.

[0077] Step 627: Total positive contactor closing and high-voltage loop forming The total positive contactor is the "key switch" of the charging high-voltage loop. VCU sends a closing instruction to the BMS alone and waits for T3 (e.g., 500ms) feedback: if closed successfully, the high-voltage loop is completely built (total positive - battery - total negative - pre-charge - charging contactor forms a path); if not closed, return to step 605 to avoid partial loop connection causing component damage.

[0078] Step 628: Auxiliary drive DC / DC activation verification During charging, the low-voltage system needs to be stable for power supply (such as BMS communication, charging pile interaction). VCU sends the "DC / DC controller enable instruction" to the auxiliary drive controller, requiring it to convert high-voltage power to 12V low-voltage power. If the DC / DC controller feedback is "no fault" (such as normal voltage conversion), it means that the low-voltage power supply is reliable, and the pile-car interaction (step 629) is entered; if the feedback is a fault, return to step 605 to cut off the high-voltage loop to avoid control failure caused by low-voltage power loss.

[0079] Step 629: BMS and charging pile charging permission interaction BMS as the battery state "monitor", sends a charging request to the charging pile (including the current SOC of the battery, the allowed charging current / voltage), while receiving the charging capability feedback from the charging pile (such as the maximum charging power). VCU determines whether the BMS feedback "allows charging" (such as the battery does not overheat, and the charging pile power matches): if allowed, it enters the charging confirmation (step 630); if not allowed (such as charging pile failure, battery overheating), it performs the charging termination operation (step 631).

[0080] Step 630: VCU charging permission final judgment VCU summarizes the BMS feedback (battery status) and its own monitoring information (such as contactor status, low-voltage power supply), and finally determines whether to allow the charging pile to charge: if all charging conditions are met (such as contactor closed, normal low-voltage), it enters the charging contactor closing (step 632); if there is a hidden danger (such as low-voltage fluctuation), it enters step 631 to terminate charging.

[0081] Step 631: Charging termination and contactor disconnection VCU sends the "disconnect charging contactor" instruction to the BMS, and sends the "inhibit charging command" to the charging pile, cutting off the charging circuit. This step is applicable to the "charging permission not passed" or the scenario where charging needs to be terminated in the subsequent process, ensuring timely interruption of power transmission and avoiding abnormal charging damage to the battery.

[0082] Eight, photovoltaic cooperative charging and charging to discharging switching (steps 633-640) Step 633: Photovoltaic power generation state judgment VCU real-time monitors the photovoltaic system state (feedback through the photovoltaic DC / DC controller): if the photovoltaic is in a power generation state (such as illumination ≥200W / ㎡, DC / DC no fault), it enters the photovoltaic function activation judgment (step 634); if the photovoltaic is not available (such as overcast, component failure), it disables the photovoltaic (disconnects the photovoltaic DC / DC enable), returns to step 630 to continue the normal charging process, and avoids invalid wake-up of photovoltaic components.

[0083] Step 634: User photovoltaic function activation confirmation Photovoltaic cooperative charging requires user active authorization, VCU detects whether the user activates the "photovoltaic charging function" through the APP or the central control: if activated, it enters the photovoltaic enable (step 635); if not activated, it disables the photovoltaic (disconnects the DC / DC enable), returns to step 630, and respects the user's choice of energy source.

[0084] Step 635: Photovoltaic DC / DC enable and state verification VCU sends an "enable instruction" to the photovoltaic DC / DC controller and waits for a "working" signal within T8 (e.g. 1500 ms, photovoltaic component startup is usually slow): if the feedback is normal, it means that the photovoltaic power can be connected to the charging circuit (cooperating with the charging pile power to charge the battery), and the battery full charge judgment (step 636) is entered; if the feedback is not received or a fault is reported within the timeout, the photovoltaic is disabled and the step 630 is returned to avoid the abnormal photovoltaic affecting the regular charging.

[0085] Step 636: Power battery full charge judgment VCU obtains the current SOC of the battery through BMS: if the SOC does not reach the full charge threshold (e.g. 95%, to avoid overcharging), return to step 630 to continue "charging pile + photovoltaic" cooperative charging; if it is fully charged, it needs to terminate charging and judge whether to switch to V2G reverse discharge (step 637), realizing "full charge not idle, power can be fed back".

[0086] Step 637: User's willingness to charge to discharge judgment VCU first sends a "stop charging" instruction to the charging pile to terminate regular charging. Then detect whether the user activates the "V2G reverse discharge function": if activated, it means that the user needs to reverse the power of the full battery to the power grid, and enter the high-voltage loop reset (step 639); if not activated, it needs to perform the charging circuit disconnection operation (step 638) to avoid long-term storage of the full battery.

[0087] Step 638: Completely disconnect the charging circuit VCU sends a "disconnect charging contactor" instruction to BMS, and at the same time sends a "disconnect photovoltaic DC / DC enable" instruction to the auxiliary drive controller to completely disable the photovoltaic; finally, send a "prohibit charging command" to the charging pile to ensure that the charging circuit is completely disconnected, at this time the vehicle returns to the plug-in standby state, no power transmission.

[0088] Step 639: High-voltage loop reset before discharge When switching from charging to discharging, the high-voltage contactor in the charging phase needs to be disconnected first. VCU sends a "disconnect total positive, total negative, pre-charge contactor" instruction to BMS and waits for feedback within T7 (1000 ms): if all three are disconnected, it means that the high-voltage loop has been reset and has the condition to build a discharge loop (step 40 is entered); if it is not disconnected within the timeout, it is determined that there is a fault in the loop, and step 38 is entered to cut off all paths to avoid the superposition of charging and discharging circuits.

[0089] Step 640: V2G reverse discharge permission and power transmission BMS sends a "V2G discharge request" (containing discharge power, battery voltage parameters) to the charging pile, and the VCU waits for the charging pile to feedback a "discharge allowed" signal: if allowed, the photovoltaic system (if activated) cooperates with the battery to convert direct current into alternating current through DC / AC, and reversely transmits to the charging pile to complete the switching of "charging to discharging", and then returns to step 637 to continuously monitor the battery state (to avoid over-discharge); if the charging pile is not allowed (such as the grid load is full), go to step 638 to disconnect the circuit and terminate the reverse discharge.

[0090] Nine, real-time high-voltage safety monitoring (step 641) Step 641: Global fault monitoring and high-voltage disconnection VCU receives fault feedback from various controllers (BMS, MCU, auxiliary drive controller, etc.) at all times throughout the process (from charging to discharging): if a "serious fault" (such as battery over-temperature, contactor sticking, high-voltage leakage) is detected, the "lower high-voltage" operation is triggered immediately, directly entering step 5 to forcibly disconnect all high-voltage contactors, cutting off power transmission, and at the same time reporting fault alarms through the instrument panel to ensure vehicle and personnel safety. This step is the "safety bottom line" throughout the entire process, ensuring that high-voltage related operations can be quickly terminated in any abnormal situation.

[0091] Through the technical scheme of the embodiment, the combined energy of photovoltaic, methanol range extender and power battery is flexibly utilized to sell electricity to the power grid under the premise of ensuring electrical safety, not only creating economic value for users, but also improving the comprehensive utilization rate of vehicle-mounted energy.

[0092] In another embodiment shown in the specification, unlike step S10 in the foregoing embodiment, the vehicle-to-grid discharge activation instruction here no longer comes from the user's real-time manual operation, but from an external power grid dispatching system. For example, during the afternoon peak period in summer, the regional power grid load rises sharply, approaching the power supply limit. To avoid large-scale power outages, the power grid dispatching center decides to start a demand response event.

[0093] The power grid dispatching center broadcasts a "demand response" event signal to all registered and online electric vehicles in the region through its management platform. This signal is the vehicle-to-grid discharge activation instruction in this embodiment, which usually contains specific dispatching requirements, such as: "request to discharge 3 kilowatts of power to the grid, with a duration of 30 minutes, and a subsidy price of 1.5 yuan / kilowatt-hour." The vehicle controller 200 receives the broadcast instruction and does not immediately execute it, but first enters an autonomous decision-making process. First, the vehicle controller 200 checks its own state: the vehicle controller 200 obtains the current state of charge from the battery management system 210, for example 70%. Then, the vehicle controller 200 compares the current state and the instruction requirements with the user's preset boundary conditions. The current state of charge (70%) is higher than the user's set threshold (50%), which meets the condition; the cumulative time of the day participating in scheduling is 0, which is less than the user's set upper limit (2 hours), which meets the condition; the subsidy price provided by the power grid (1.5 yuan / kWh) is higher than the user's set minimum price (0.8 yuan / kWh), which meets the condition. When all the preset conditions are met, the vehicle controller 200 determines that it can accept this scheduling request and returns a response signal to the power grid scheduling system to confirm participation. Subsequently, the vehicle controller 200 automatically and sequentially executes the same subsequent processes as in the above embodiment: performs the high-voltage power-on safety sequence of step S20 to establish an internal high-voltage power grid; performs step S30 to establish a vehicle-to-grid discharging connection with the charging pile; performs steps S40 and S50 to accurately supply power to the grid at a power of 3 kW according to the internal energy situation (for example, if there is a photovoltaic 20, the photovoltaic power is used first, and the insufficient part is supplemented by the power battery 110) and the user's set energy use authority (for example, in this example, the use of the range extender is prohibited).

[0094] The entire process described above can be automated and does not require manual intervention by the user. The vehicle controller 200 precisely controls the discharging process and automatically executes the safety power-down program of step S60 to disconnect the connection with the grid after 30 minutes or after receiving an early end instruction from the grid. After discharging is completed, the vehicle controller 200 reports the completion status and the actual discharge amount of this task to the grid system, and the corresponding electricity fee subsidy will be automatically credited to the user's account.

[0095] In this embodiment, the role of the vehicle is not only an independent personal asset, but also a socialized grid auxiliary service resource. The activation mode of vehicle-to-grid changes from "user-initiated" to "grid-on-demand and automatic triggering", which demonstrates the integration capability of the multi-energy collaborative vehicle-to-grid control method proposed in this specification in future smart grid, virtual power plant, and energy internet application scenarios.

[0096] It is worth noting that in the above embodiments provided in this specification, the photovoltaic power generation device and the methanol range extender are only specific implementations of the vehicle-mounted renewable power generation device and the vehicle-mounted fuel cell. The discharge control method provided in this specification is not limited to the above two energy forms. It is expected that vehicle-mounted wind power generation devices, hydrogen fuel cells, etc. can also be used as specific implementations of vehicle-mounted renewable power generation devices and vehicle-mounted fuel cells to realize the specific discharge control method provided in this embodiment.

[0097] This manual also provides a vehicle-to-grid discharge control device. Figure 7 A schematic block diagram of a discharge control device 700 according to one embodiment provided in this specification is shown. Figure 7 As shown, the vehicle energy management device 700 includes a processor 701, an internal bus 702, a network interface 703, a memory 704, and a non-volatile memory 705, and may also include other hardware required for other operations. The processor 701 can read the corresponding computer program from the non-volatile memory 705 into the memory 704 and then run it to implement the steps of the vehicle energy management method described above. Of course, in addition to software implementation, this application does not exclude other implementation methods, such as logic devices or a combination of hardware and software, etc. That is to say, the execution subject of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0098] based on Figure 7 The discharge control device configuration shown in this specification, the vehicle-to-grid discharge control device 700 provided herein, is applied to a vehicle including a power battery, at least one on-board generator, and a discharge interface, specifically including: The status determination module is used to determine the normal status of the power battery and the at least one on-board power generation device in response to the vehicle's discharge activation command to the power grid. The power-on control module is used to execute a power-on safety sequence, including a pre-charging process, before supplying power to the external power grid in order to establish a target power grid inside the vehicle. The discharge intent connection module is used to control the target power grid of the vehicle to establish a discharge intent connection with the external power grid; The discharge control module is used to select at least one energy source from the power battery and the at least one vehicle-mounted power generation device according to a preset energy dispatch strategy and the current operating status of the power battery and the at least one vehicle-mounted power generation device, and supply electrical energy to the external power grid through the discharge interface.

[0099] The discharge control device 700 provided in this specification can have similar beneficial technical effects to the discharge control method described above, therefore, it will not be described in detail here.

[0100] The present specification also provides a vehicle system, the vehicle comprising a power battery, at least one on-board power generation device, a discharging interface, and the discharging control device 700 as above.

[0101] Those skilled in the art can understand that: In the present specification, the terms "comprising", "containing" or any other variant thereof are intended to cover non-exclusive inclusion, so that processes, methods, products or devices that include a series of elements not only include those elements, but also include other elements not explicitly listed, or further include elements inherent to such processes, methods, products or devices. Without more limitations, it does not exclude the presence of other same or equivalent elements in the processes, methods, products or devices comprising the elements.

[0102] In the present specification, "one", "a" and "the" do not necessarily refer to the singular, but also include the plural.

[0103] In the present specification, the first, second, etc. ordinal numbers do not necessarily indicate the order, and are often used for the purpose of distinguishing objects. For example, the first server and the second server usually refer to two servers. In order to distinguish the two servers, they are expressed as the first server and the second server. Of course, sometimes the two servers can be the same server.

[0104] In the present specification, unless specifically stated, "receiving and sending of data" is not necessarily direct receiving and sending, but can be indirect receiving and sending. For example, A receives data sent by B, which can be understood as A directly receiving data sent by B, or A indirectly receiving data sent by B through C and other subjects. Similarly, B sends data to A, which can be understood as B directly sending data to A, or B indirectly sending data to A through C and other subjects. Here C can be one subject, or two or more subjects.

[0105] In the present specification, unless specifically stated, the association relationship between structures can be a direct association relationship or an indirect association relationship. For example, when describing "A is connected with B", unless A is directly connected with B is specifically stated, it should be understood that A can be directly connected with B, or A can be indirectly connected with B; for example, when describing "A is on B", unless A is directly above B (AB is adjacent and A is above B) is specifically stated, it should be understood that A can be directly above B, or A can be indirectly above B (AB is separated by other elements, and A is above B). By analogy.

[0106] The present specification uses certain terms to describe embodiments of the specification. As used in this specification, the words “couple,” “coupled,” and “coupling” mean to place in close enough contact. As used in this specification, the terms “one embodiment,” “some embodiments,” or “one or more embodiments” mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearances of the phrase “in one or more embodiments” in various places in the specification are not necessarily all referring to the same embodiment. Furthermore, the terms “comprise,” “comprising,” “include,” “including,” and the like mean “including but not limited to.” The term “and / or” means “and” or “or.” The terms “comprise,” “comprising,” “include,” “including,” and the like are open-ended and do not exclude the addition of further features, structures, or characteristics.

[0107] Although the one or more embodiments of the present specification provide the method steps as described in the embodiments or flowcharts, it can be understood that the order of the steps listed in the embodiments or flowcharts is only one of the many execution orders of the steps, and does not represent the only execution order. Therefore, when the method steps are involved in the claims, the adjustment of the order of the steps or the parallelism between the steps is also within the protection scope of the claims.

[0108] The above only describes the preferred embodiments of the present specification and is not intended to limit the technical solutions provided by the present specification. The above embodiments can be variously changed and modified by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present specification shall be included in the protection scope of the present specification.

Claims

1. A vehicle-to-grid discharge control method, applied to a vehicle including a power battery, at least one on-board power generation device, and a discharge interface, characterized in that, include: In response to the vehicle-to-grid discharge activation command, it is determined that the power battery and the at least one on-board power generation device are in normal condition. Before supplying power to the external power grid, a power-on safety sequence, including a pre-charging process, is executed to establish the target power grid inside the vehicle; The target power grid of the vehicle is controlled to establish a discharge intention connection with the external power grid; Based on the preset energy dispatch strategy and the current operating status of the power battery and the at least one vehicle-mounted power generation device, at least one energy source is selected from the power battery and the at least one vehicle-mounted power generation device, and power is supplied to the external power grid through the discharge interface.

2. The method according to claim 1, characterized in that, The target power grid includes a positive line and a negative line, the positive line including a pre-charge line and a discharge line connected in parallel; the execution of the power-on safety sequence, including the pre-charge process, includes: Close the main negative contactor for connecting the negative line and the pre-charge contactor for connecting the pre-charge line to pre-energize the positive bus in the positive line through the pre-charge resistor. After the voltage of the positive bus reaches a preset threshold, the main positive contactor is closed and the pre-charge contactor is opened, so as to complete the establishment of the target power grid inside the vehicle through the discharge line.

3. The method according to claim 2, characterized in that, The method further includes: Real-time monitoring of the status of the main positive contactor, the main negative contactor, and the precharge contactor; When the actual state of any contactor is detected to be inconsistent with the control command, a safe power-off procedure is executed to disconnect the target power grid.

4. The method of claim 3, further comprising, before executing the power-on safety sequence including the pre-charge process: The switch states of the main positive contactor, the main negative contactor, and the precharge contactor are obtained. When all the switch states are in the open state, a command to close the main negative contactor and the precharge contactor is sent. When the switch state includes at least one closed state, a contactor sticking warning is sent to stop the execution of the power-on safety sequence.

5. The method according to claim 2, characterized in that, The method further includes: During the process of supplying power to the external power grid, when the state of charge (SOC) of the power battery is detected to be lower than a preset lower threshold, the power battery is stopped from supplying power to the external power grid.

6. The method according to claim 1, characterized in that, The vehicle includes a vehicle controller, a battery management system, and an on-board power generation device controller; before controlling the target power grid of the vehicle to establish a discharge intention connection with the external power grid, the method further includes: The vehicle controller sends a wake-up command to the battery management system and the on-board power generation device controller. The status feedback information obtained by the battery management system and the on-board power generation device controller after being woken up and executing a self-test program is acquired. Based on the status feedback information, the standby status is determined, and after the status is determined to be normal, the target power grid of the vehicle is controlled to establish a discharge intention connection with the external power grid.

7. The method according to claim 1, characterized in that, The on-board power generation equipment includes at least one of an on-board renewable energy power generation device and a fuel power generation device; the energy dispatch strategy includes: Prioritize the dispatching of the vehicle-mounted renewable energy power generation device to supply power to the external power grid; When the power of the on-board renewable energy power generation device does not reach a preset threshold, at least one of the power battery and the fuel power generation device is dispatched to supply power to the external power grid in conjunction with the on-board renewable energy power generation device.

8. The method according to claim 7, characterized in that, The method of scheduling at least one of the power battery and the fuel power generation device, in conjunction with the on-board renewable energy power generation device, to supply power to the external power grid includes: The electricity price currently supplied to the external power grid is obtained at preset time intervals; Calculate the cost of generating electricity using the power battery, the fuel cell generator, and the on-board renewable energy generator; With the goal of maximizing the total profit from supplying electricity to the external power grid, at least one of the power battery and the fuel power generation device, in conjunction with the on-board renewable energy power generation device, is dispatched to supply electricity to the external power grid.

9. The method according to claim 1, characterized in that, Before responding to the vehicle's grid discharge activation command, the vehicle is in a dual-charging state of plug-in charging and on-board power generation equipment charging. The method further includes: Monitor the state of power of the battery; When the power state reaches the preset full charge threshold, the charging contactor is disconnected to cut off the charging circuit of the plug gun, and the power generation equipment enable is disconnected to cut off the charging of the on-board power generation equipment. Detect whether the user has activated the vehicle's discharge command to the power grid.

10. A vehicle-to-grid discharge control device, applied to a vehicle including a power battery, at least one on-board power generation device, and a discharge interface, characterized in that, include: The status determination module is used to determine the normal status of the power battery and the at least one on-board power generation device in response to the vehicle's discharge activation command to the power grid. The power-on control module is used to execute a power-on safety sequence, including a pre-charging process, before supplying power to the external power grid in order to establish a target power grid inside the vehicle. The discharge intent connection module is used to control the target power grid of the vehicle to establish a discharge intent connection with the external power grid; The discharge control module is used to select at least one energy source from the power battery and the at least one vehicle-mounted power generation device according to a preset energy dispatch strategy and the current operating status of the power battery and the at least one vehicle-mounted power generation device, and supply electrical energy to the external power grid through the discharge interface.

11. A vehicle-to-grid discharge control device, characterized in that, include: processor; A memory for storing processor-executable instructions; wherein the processor implements the steps of the method as described in any one of claims 1-9 by executing the executable instructions.

12. A vehicle system, characterized in that, It includes a power battery, at least one on-board power generation device, a discharge interface, and a discharge control device as described in claim 11.

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