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

Abstract

A charging control method, the charging control method comprising: determining charging demand information of each vehicle that accesses a vehicle charging station and grid power supply information; and on the basis of the charging demand information and the grid power supply information, controlling each vehicle to be charged. A charging control device, a computer storage medium and a computer program product are further included.

Description

Charging control methods, charging control devices, storage media and software products

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese patent application No. 202510353096.8, filed on March 24, 2025, with the China National Intellectual Property Administration, entitled “Charging control method, charging control device, storage medium and program product”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of charging control equipment technology, and in particular to a charging control method, charging control equipment, storage medium, and program product. Background Technology

[0004] In existing technologies, the optimization objective is to control the charging station's charging of vehicles based on the transformer operating at its highest efficiency power point. However, this method does not take into account the vehicle's charging needs, grid conditions, and grid transformer limitations.

[0005] Public content

[0006] This disclosure aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this disclosure is to propose a charging control method that comprehensively considers vehicle charging demand and grid power supply capacity when controlling vehicle charging, thereby improving the user's charging experience.

[0007] The second objective of this disclosure is to provide a charging control device.

[0008] The third objective of this disclosure is to provide a computer storage medium.

[0009] The fourth objective of this disclosure is to provide a computer program product.

[0010] To address the aforementioned problems, a first aspect of this disclosure provides a charging control method, comprising: determining the charging demand information and power grid supply information of each vehicle connected to a vehicle charging station; and controlling each vehicle to charge based on the charging demand information and the power grid supply information.

[0011] According to the charging control method of this disclosure, the charging status of each vehicle during charging is controlled based on the charging demand information of each vehicle connected to the vehicle charging station and the power grid power supply information. Therefore, compared with the prior art method of controlling the charging station to charge vehicles based on the transformer operating at the highest efficiency power point, this application comprehensively considers the vehicle charging demand and the power grid power supply capacity when controlling the charging of vehicles, thereby improving the user's charging experience and avoiding transformer overload caused by concentrated vehicle charging.

[0012] In some embodiments, controlling each vehicle to charge based on the charging demand information and the power grid supply information includes: determining a target charging control mode based on the charging demand information and the power grid supply information; and controlling each vehicle to charge based on the target charging control mode.

[0013] In some embodiments, the power grid supply information includes the available power supply capacity of the power 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 a target charging control mode based on the charging demand information and the power grid supply information includes: determining the total power demand of the vehicle charging station at the current moment based on the maximum allowable charging power of each vehicle at the current moment; and determining the target charging control mode as a first charging control mode when the available power supply capacity is greater than or equal to the total power demand, wherein the first charging control mode is a control mode that uses the power grid to charge each vehicle connected to the vehicle charging station.

[0014] 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.

[0015] In some embodiments, the charging demand information further includes the vehicle's V2G permission status. Determining a target charging control mode based on the charging demand information and the power grid supply information further includes: if the available power supply is less than the total power demand, determining the target charging control mode as a second charging control mode, wherein the second charging control mode is a control mode that uses the power grid and first-type vehicles to charge second-type vehicles; wherein, among all vehicles connected to the vehicle charging station, vehicles with a V2G permission status of permitted are first-type vehicles, and vehicles with a V2G permission status of prohibited are second-type vehicles.

[0016] In some embodiments, the charging demand information further includes the maximum allowable discharge power of the vehicle, and the second charging control mode is a first charging sub-mode or a second charging sub-mode; wherein, in the first charging sub-mode, the first type of vehicles discharges at the corresponding actual discharge power, the actual discharge power being less than or equal to the maximum allowable discharge power; in the second charging sub-mode, all first type of vehicles discharge at the corresponding maximum allowable discharge power.

[0017] In some embodiments, determining the target charging control mode based on the charging demand information and the power grid supply information further includes: determining the final available power supply based on the maximum allowable discharge power of each first type of vehicle and the available power supply; determining the maximum required charging power based on the maximum allowable charging power of each second type of vehicle; and selecting the target charging control mode as the first charging sub-mode or the second charging sub-mode based on the final available power supply and the maximum required charging power.

[0018] In some embodiments, selecting the target charging control mode as the first charging sub-mode or the second charging sub-mode based on the final available power supply and the maximum required charging power includes: selecting the target charging control mode as the first charging sub-mode when the final available power supply is greater than or equal to the maximum required charging power; and selecting the target charging control mode as the second charging sub-mode when the final available power supply is less than the maximum required charging power.

[0019] In some embodiments, the charging demand information includes the maximum allowable charging power of the second type of vehicles, and 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 the corresponding maximum allowable charging power; and in the second charging sub-mode, controlling the second type of vehicles to charge at the corresponding actual charging power, wherein the actual charging power is less than or equal to the maximum allowable charging power.

[0020] In some embodiments, for the actual discharge power corresponding to the first type of vehicle, the method includes: obtaining a discharge evaluation index for each first type of vehicle; determining a discharge weight for each first type of vehicle based on the discharge evaluation index; and determining the actual discharge power for each first type of vehicle based on the discharge weight for each first type of vehicle, the maximum required charging power, and the available power supply.

[0021] In some embodiments, the discharge evaluation index includes one or more of the following: the state of charge of the first type of vehicle, the pre-dwelling time of the first type of vehicle, the charging time of the first type of vehicle, the charging and discharging integrity, and the discharge contribution.

[0022] In some embodiments, determining the discharge weight corresponding to each Class I vehicle based on the discharge evaluation index includes: determining the discharge evaluation coefficient corresponding to each Class I vehicle using the entropy weight method based on each discharge evaluation index; determining the minimum discharge evaluation coefficient among all discharge evaluation coefficients; and determining the discharge weight corresponding to each Class I vehicle based on the minimum discharge evaluation coefficient and the discharge evaluation coefficient corresponding to each Class I vehicle.

[0023] In some embodiments, determining the discharge evaluation coefficient corresponding to each Class I vehicle using the entropy weight method based on each discharge evaluation index includes: normalizing each discharge evaluation index to obtain a first normalized value corresponding to each discharge evaluation index; determining a first information entropy corresponding to each discharge evaluation index based on the first normalized value; determining a first index weight corresponding to each discharge evaluation index based on the first information entropy and the total number of discharge evaluation indexes; and determining the discharge evaluation coefficient corresponding to each Class I vehicle based on the first normalized value and the first index weight.

[0024] In some embodiments, determining the actual discharge power corresponding to each first-class vehicle based on the discharge weight corresponding to each first-class vehicle, the maximum required charging power, and the available power supply includes: determining the actual total discharge power to be released by all first-class vehicles based on the maximum required charging power and the available power supply; determining the total discharge weight based on the discharge weight corresponding to each first-class vehicle; and determining the actual discharge power corresponding to each first-class vehicle based on the discharge weight corresponding to each first-class vehicle, the actual total discharge power, and the total discharge weight.

[0025] In some embodiments, the method further includes: determining an initial discharge power for each first-class vehicle based on the discharge weight corresponding to each first-class vehicle, the actual total discharge power, and the total discharge weight; step a, determining a first target vehicle among all first-class vehicles whose initial discharge power is greater than the maximum permissible discharge power; step b, redistributing power based on the initial discharge power and the maximum permissible discharge power corresponding to each first target vehicle to obtain the actual discharge power for each first-class vehicle; and cyclically executing steps a and b until each first-class vehicle satisfies the condition that the actual discharge power is less than or equal to the maximum permissible discharge power.

[0026] In some embodiments, power reallocation is performed based on the initial discharge power and the maximum permissible discharge power corresponding to each first target vehicle to obtain the actual discharge power corresponding to each first type of vehicle. This includes: identifying a second target vehicle among all first type of vehicles whose initial discharge power is less than the maximum permissible discharge power; determining the discharge power to be allocated based on the initial discharge power and the maximum permissible discharge power corresponding to each first target vehicle; using the maximum permissible 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 based on the discharge power to be allocated and the discharge weight of the second target vehicle, using the updated initial discharge power as the actual discharge power of the second target vehicle.

[0027] In some embodiments, for the actual charging power corresponding to the second type of vehicle, the method includes: obtaining a charging evaluation index for each second type of vehicle; determining a charging weight for each second type of vehicle based on the charging evaluation index; and determining the actual charging power for each second type of vehicle based on the charging weight for each second type of vehicle, the available power supply, and the maximum required charging power.

[0028] In some embodiments, the charging evaluation indicators include positive indicators and negative indicators. The positive indicators include one or more of charging and discharging integrity and discharging contribution. The negative indicators include one or more of the state of charge of the second type of vehicle, the pre-dwelling time of the second type of vehicle, and the charging time of the second type of vehicle.

[0029] In some embodiments, determining the charging weight corresponding to each second-class vehicle based on the charging evaluation index includes: determining the charging evaluation coefficient corresponding to each second-class vehicle using the entropy weight method based on each charging evaluation index; determining the minimum charging evaluation coefficient among all charging evaluation coefficients; and determining the charging weight corresponding to each second-class vehicle based on the minimum charging evaluation coefficient and the charging evaluation coefficient corresponding to each second-class vehicle.

[0030] In some embodiments, determining the charging evaluation coefficient for each second-class vehicle using the entropy weight method based on each charging evaluation index includes: normalizing each positive index to obtain a second normalized value for each positive index; normalizing each negative index to obtain a third normalized value for each negative index; determining a second information entropy for each charging evaluation index based on the second normalized value and the third normalized value; determining a second index weight for each charging evaluation index based on the second information entropy and the total number of charging evaluation indexes; and determining the charging evaluation coefficient for each second-class vehicle based on the second normalized value, the third normalized value, and the second index weight.

[0031] In some embodiments, determining the actual charging power corresponding to each second-class vehicle based on the charging weight corresponding to each second-class vehicle, the available power supply, and the maximum required charging power includes: determining the actual total discharge power that all first-class vehicles need to release based on the maximum required charging power and the available power supply; determining the final total charging power based on the actual total discharge power and the available power supply; determining the total charging weight based on the charging weight corresponding to each second-class vehicle; and determining the actual charging power corresponding to each second-class vehicle based on the charging weight corresponding to each second-class vehicle, the final total charging power, and the total charging weight.

[0032] In some embodiments, the method further includes: determining the initial charging power corresponding to each second-class vehicle based on the charging weight corresponding to each second-class vehicle, the final total charging power, and the total charging weight; step a, determining a third target vehicle among all second-class vehicles whose initial charging power is greater than the maximum allowable charging power; step b, redistributing power based on 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-class vehicle; and cyclically executing steps a and b until each second-class vehicle satisfies the condition that the actual charging power is less than or equal to the maximum allowable charging power.

[0033] In some embodiments, power reallocation is performed based on the initial charging power and the maximum permissible charging power corresponding to each third target vehicle to obtain the actual discharge power corresponding to each second-class vehicle. This includes: identifying a fourth target vehicle among all second-class vehicles whose initial charging power is less than the maximum permissible charging power; determining the charging power to be allocated based on the initial charging power and the maximum permissible charging power corresponding to each third target vehicle; using the maximum permissible charging power corresponding to the third target vehicle as the actual charging power of the third target vehicle; and updating the initial charging power of the fourth target vehicle based on the charging power to be allocated and the charging weight of the fourth target vehicle, using the updated initial charging power as the actual charging power of the fourth target vehicle.

[0034] In some embodiments, the charging and discharging integrity score includes: obtaining the user's average historical expected SOC value and average historical expected dwell time for the vehicle; obtaining the vehicle's average historical actual replenishment SOC value and average historical actual dwell time; and determining the charging and discharging integrity score based on the average historical expected SOC value, the average historical expected dwell time, the average historical actual replenishment SOC value, and the average historical actual dwell time.

[0035] In some embodiments, the discharge contribution includes: obtaining the vehicle's average historical discharge SOC value and average historical maximum allowable discharge SOC value; and determining the discharge contribution based on the average historical discharge SOC value and the average historical maximum allowable discharge SOC value.

[0036] A second aspect of this disclosure provides a charging control device, comprising: at least one processor; and 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 the at least one processor executes the computer program to implement the charging control method described in the above embodiments.

[0037] According to the charging control device of the present disclosure, by executing the charging control method of the above embodiments, the charging demand 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 user's charging experience.

[0038] A third aspect of this disclosure provides a computer storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the charging control method described in the above embodiments.

[0039] A fourth aspect of this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the charging control method described in the above embodiments.

[0040] According to the computer program product of the present disclosure, by executing the charging control method of the above embodiments, the charging demand of the vehicle and the power grid supply capacity can be comprehensively considered when controlling the charging of the vehicle, thereby improving the user's charging experience.

[0041] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0042] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0043] Figure 1 is a flowchart of a charging control method according to an embodiment of the present disclosure;

[0044] Figure 2 is a schematic diagram of the change in vehicle SOC value according to an embodiment of the present disclosure;

[0045] Figure 3 is a flowchart of a charging control method according to another embodiment of the present disclosure;

[0046] Figure 4 is a flowchart of a charging control method according to another embodiment of the present disclosure;

[0047] Figure 5 is a structural block diagram of a charging control device according to an embodiment of the present disclosure.

[0048] Figure label:

[0049] Charging control device 10;

[0050] Processor 1; Memory 2. Detailed Implementation

[0051] The embodiments of this disclosure are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary disclosures.

[0052] China is the world's largest electric vehicle market, and the charging load of large-scale electric vehicles will become an unavoidable factor affecting the operation of the power grid. If a disordered charging distribution pattern is adopted, the peak-valley difference of the power grid will increase because the charging time is concentrated at night and during the daytime peak electricity consumption period.

[0053] The adoption of intelligent and orderly charging technologies and vehicle-to-grid (V2G) interaction will help reduce the pressure on grid capacity expansion investments. From an energy perspective, by 2040, my country's electric vehicle fleet will reach 300 million vehicles, with an average battery capacity of over 65 kWh per vehicle. This translates to over 20 billion kWh of onboard energy storage capacity, roughly equivalent to my country's daily electricity consumption. Applying V2G technology, using a sharing economy model to transform surplus electric vehicle batteries into mobile energy storage for the grid, and enabling them to participate in various grid regulation and ancillary services, is currently the most economical way to improve grid balancing capabilities. Simultaneously, it can effectively reduce the operating costs for electric vehicle users, promote the development of the electric vehicle industry, meet the needs of short-cycle peak-valley regulation, and provide strong support for achieving dual-carbon goals.

[0054] To address the aforementioned issues, the first aspect of this disclosure provides a charging control method that comprehensively considers vehicle charging needs and grid power supply capacity when controlling vehicle charging, thereby improving the user's charging experience.

[0055] The charging control method according to an embodiment of the present disclosure is described below with reference to FIG1. ​​As shown in FIG1, the method includes: steps S1-S2.

[0056] Step S1: Determine the charging demand information and power grid supply information for each vehicle connected to the vehicle charging station.

[0057] Charging demand information can be understood as the vehicle battery's needs during the charging process. This information can include charging capacity requirements, charging power requirements, charging time requirements, and user charging preferences, without any limitations. Grid supply information can be understood as the information related to the power grid's supply to vehicle charging stations and other loads during the power supply process. This information reflects the grid's operating status, power supply capacity, power quality, and power supply and demand. Grid supply information includes at least grid operating status information, power supply capacity information, power quality information, power supply and demand information, power supply information, and grid transformer limitation information, without any limitations. Grid transformer limitation information can include capacity, current, and voltage limitation information.

[0058] Step S2: Control each vehicle to charge based on charging demand information and power grid supply information.

[0059] Specifically, in existing technologies, the optimization objective is to control the charging station's charging of vehicles based on the transformer operating at its highest efficiency power point. However, this method does not consider the vehicle's charging demand, grid conditions, and grid transformer limitations. To address this issue, this application charges each vehicle based on its charging demand information and grid power supply information. Specifically, it charges each vehicle according to its charging demand and grid power supply capacity. The charging demand information includes charging quantity, charging power, and charging time requirements, while the grid power supply information includes power supply capacity and load information. The charging state of each vehicle is controlled based on these information, including charging current, charging speed, and charging power. This satisfies the charging needs of each vehicle while avoiding excessive grid load. Simultaneously, the charging state of each vehicle is rationally controlled based on the real-time load of the grid transformer. This state includes charging time period, charging sequence, and charging power, preventing transformer overload caused by concentrated vehicle charging and achieving orderly vehicle charging. Therefore, compared with the existing technology that controls the charging station to charge vehicles based on the transformer operating at its highest efficiency power point, this application comprehensively considers the vehicle's charging needs and the power grid's supply capacity when controlling vehicle charging, thereby improving the user's charging experience.

[0060] According to the charging control method of this disclosure, the charging status of each vehicle during charging is controlled based on the charging demand information of each vehicle connected to the vehicle charging station and the power grid power supply information. Therefore, compared with the prior art method of controlling the charging station to charge vehicles based on the transformer operating at the highest efficiency power point, this application comprehensively considers the vehicle charging demand and the power grid power supply capacity when controlling the charging of vehicles, thereby improving the user's charging experience and avoiding transformer overload caused by concentrated charging of vehicles.

[0061] In some embodiments, controlling each vehicle to charge based on charging demand information and grid power supply information includes: determining a target charging control mode based on the charging demand information and grid power supply information; and controlling each vehicle to charge based on the target charging control mode.

[0062] Among them, the charging control mode is a charging control mode set according to the vehicle's charging needs and the power grid's power supply capacity.

[0063] Specifically, this application pre-sets charging control modes based on the vehicle's charging needs and the grid's power supply capacity. The corresponding target charging control mode can be queried using the obtained charging demand information and grid power supply information. For example, if the charging demand information includes one or more of the following: charging quantity demand, charging power demand, charging time demand, and user charging preferences, the target charging control mode may include a fast charging mode and a regular charging mode for charging time demand and user charging preferences; for charging power demand, the target charging control mode may include vehicle charging power control information. If the power grid supply capacity includes one or more of the following: power grid operation status information, power supply capacity information, power quality information, power supply and demand information, power supply information, and transformer limitation information, then for the power supply capacity information and transformer limitation information, the target charging control mode can include charging power adjustment information for each vehicle. For example, when the grid load and transformer load are too high, a mode that reduces the charging power should be selected to avoid the problem of excessive grid load and transformer load. Therefore, compared with the existing technology that controls the charging station to charge vehicles based on the transformer operating at its highest efficiency power point, this application improves the user's charging experience and the convenience of charging control by determining the target charging control mode of the vehicle through the vehicle's charging demand information and grid power supply information.

[0064] In some embodiments, the grid power supply information includes the available power supply from 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. The maximum allowable charging power can be collected. Determining the target charging control mode based on the charging demand information and the grid power supply information includes the following steps:

[0065] The total power demand of the vehicle charging station at the current moment is determined based on the maximum allowable charging power of each vehicle at the current moment.

[0066] Specifically, the maximum allowable charging power P for each vehicle at the current moment is... max ev.i Substituting (t) into formula (1), we can calculate the total power demand P of the vehicle charging station at the current moment. max ev (t). It should be noted that the total power demand Pmax ev(t) will change as the number of vehicles connected to the vehicle charging station changes.

[0067] Where n is the number of vehicles charging during time period t.

[0068] When the available power supply is greater than or equal to the total power demand, the target charging control mode is determined to be the first charging control mode, wherein the first charging control mode is a control mode that uses the power grid to charge each vehicle connected to the vehicle charging station.

[0069] In this embodiment, since the power grid architecture connects not only vehicle charging stations but also other loads, the power grid can only supply power to the vehicle charging stations after meeting the power requirements of these other loads. The power demand of these other loads is P. local (t), therefore, the available power supply P of the power grid to the vehicle charging station ava (t) can be calculated using formula (2). The available power supply can also be directly collected. P ava (t)=P grid (t)-P local (t) Formula (2)

[0070] Among them, P grid (t) represents the electrical energy that the power grid can currently provide.

[0071] Specifically, if the available power supply P ava (t) is greater than or equal to the total demand power P max ev (t) indicates that the power supply of the power grid to the vehicle charging station, excluding the power demanded by other loads, can support the power demand required for charging all vehicles connected to the vehicle charging station. In this case, it means that the power grid supply is in a stage where the available power is sufficient. The target charging control mode is then determined to be the first charging control mode, which means that under normal grid load conditions, the power grid is used to charge each vehicle connected to the vehicle charging station. This fully utilizes grid resources to meet the charging needs of the vehicles connected to the vehicle charging station, thereby improving charging efficiency and user experience.

[0072] In some embodiments, controlling each vehicle to charge according to a target charging control mode includes: in a first charging control mode, controlling each vehicle to charge at a corresponding maximum allowable charging power.

[0073] Specifically, if the available power supply P ava (t) is greater than or equal to the total demand power P max ev If (t), then the target charging control mode is determined to be the first charging control mode, and the total power demand P max ev (t) is calculated based on the maximum allowable charging power of each vehicle. This means that, apart from the power demand of other loads, the power supply to the vehicle charging station can support the maximum allowable charging power required for all vehicles connected to the 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.

[0074] In some embodiments, the charging demand information further includes the vehicle's V2G (Vehicle to Grid) permission status. Determining a target charging control mode based on the charging demand information and grid power supply information further includes: if the available power supply is less than the total power demand, determining the target charging control mode as a second charging control mode, wherein the second charging control mode is a control mode that utilizes the grid and first-type vehicles to charge second-type vehicles; wherein, among all vehicles connected to the vehicle charging station, vehicles with a V2G permission status of permitted are first-type vehicles, and vehicles with a V2G permission status of prohibited are second-type vehicles.

[0075] V2G refers to the technology of electric vehicles supplying electricity to the power grid. Its core idea is to utilize the energy storage of numerous vehicles as a buffer between the power grid and renewable energy sources. The first category of vehicles supports V2G technology, while the second category does not. The V2G enabled state of a vehicle is input by the user.

[0076] Specifically, if the available power supply is less than the total demand power, meaning that the power supply to the vehicle charging station, excluding the power demanded by other loads, cannot support the power demand of all vehicles connected to the charging station, then the power supply from the grid is in a stage of insufficient available power, i.e., the grid load is high. In this case, the target charging control mode is determined to be the second charging control mode. That is, when the available power supply from the grid is insufficient, it is necessary to determine which vehicles among all vehicles connected to the charging station are allowed to discharge via V2G. Specifically, it is necessary to determine the first category of vehicles with V2G allowed status and the second category of vehicles with V2G allowed status prohibited. When the grid is charging the second category of vehicles, the first category of vehicles with V2G allowed status can be used to provide power to the second category of vehicles. Thus, the charging control method of this application combines orderly charging and V2G, realizing more flexible vehicle scheduling, so that the charging needs of the second category of vehicles can be met even when the energy provided by the grid is limited, thus meeting the needs of car owners for temporary emergency travel.

[0077] In this embodiment, the first type of vehicle stops discharging and begins charging after its discharge capacity reaches the operating discharge limit.

[0078] In some embodiments, the charging demand information also includes the vehicle's maximum permissible discharge power, and the second charging control mode is either a first charging sub-mode or a second charging sub-mode; wherein, in the first charging sub-mode, the first type of vehicles discharges at the corresponding actual discharge power, which is less than or equal to the maximum permissible discharge power; in the second charging sub-mode, all first type of vehicles discharge at the corresponding maximum permissible discharge power.

[0079] Specifically, if the available power supply is less than the total power demand, the power grid is in a stage of insufficient available power, i.e., the grid load is high. In this case, the target charging control mode is determined to be the second charging control mode, i.e., the target charging control mode is determined to be either the first charging sub-mode or the second charging sub-mode. In the first charging sub-mode, the first type of vehicles can discharge to the grid with their actual discharge power to supplement the grid power, thereby alleviating the grid power shortage to a certain extent. Alternatively, in the second charging sub-mode, all first type of vehicles discharge with their corresponding maximum allowable discharge power, so that the charging demand of the second type of vehicles is comprehensively considered when controlling the charging of the second type of vehicles, ensuring that the grid can meet the maximum charging demand of the second type of vehicles.

[0080] In some embodiments, determining the target charging control mode based on charging demand information and grid power supply information further includes the following steps:

[0081] Based on the maximum permissible discharge power P of each Class I vehicle maxV2G.i (t) and available power supply P ava (t) Determine the final available power supply.

[0082] The maximum permissible discharge power for each Category I vehicle is:

[0083] The sum of the maximum permissible discharge power of all Class I vehicles is expressed as P. max v2G (t), where P max v2G (t) can be calculated using formula (3).

[0084] Where, n V2G P is the number of vehicles of the first type during time period t. max v2G.i (t) represents the maximum permissible discharge power of the i-th Class I vehicle during time period t. The maximum permissible discharge power of each Class I vehicle can be set by the user.

[0085] Specifically, if the first type of vehicle can provide the power required to supply electricity to the power grid, then the final power that the power grid can supply to the vehicle charging station is the available power supply P. ava (t) and P max v2G The sum of (t).

[0086] The maximum required charging power is determined based on the maximum permissible charging power for each Category 2 vehicle.

[0087] Specifically, the maximum allowable charging power P for each Category 2 vehicle will be determined. max ch.i Substituting (t) into formula (4), the maximum required charging power P is calculated. max ch(t), where the maximum required charging power is the sum of the maximum permissible charging power of all Category 2 vehicles connected to the vehicle charging station.

[0088] Where, n ch It represents the number of vehicles of the second category within the time period t.

[0089] Select the target charging control mode as either the first charging sub-mode or the second charging sub-mode based on the final available power supply and the maximum required charging power.

[0090] Specifically, if the available power supply is less than the total demand power, the amount of power supply that the first type of vehicle needs to provide to the grid is determined based on the final available power supply that the grid can provide to the vehicle charging station and the maximum demand charging power required by all second-type vehicles connected to the charging station. This determines whether the target charging control mode is the first charging sub-mode or the second charging sub-mode, thereby enabling the power supply provided by the first type of vehicle to be adaptively adjusted according to the maximum demand charging power and the final available power supply.

[0091] In some embodiments, selecting a target charging control mode as a first charging sub-mode or a second charging sub-mode based on the final available power supply and the maximum required charging power includes: selecting the target charging control mode as the first charging sub-mode when the final available power supply is greater than or equal to the maximum required charging power; and selecting the target charging control mode as the second charging sub-mode when the final available power supply is less than the maximum required charging power.

[0092] Specifically, if the final available power supply is greater than or equal to the maximum required charging power, it means that the current available power of the grid and the discharge 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 mode. Under the first charging mode, the first type of vehicles discharge to the second type of vehicles at their actual discharge power, thereby alleviating the power supply tension of the grid to some extent when the grid load is slightly high. If the final available power supply is less than the maximum required charging power, it means that the current available power of the grid and the discharge power of the first type of vehicles cannot meet the maximum charging demand of the second type of vehicles. In this case, the target charging control mode is selected as the second charging mode. Under the second charging mode, all first type of vehicles discharge at their corresponding maximum allowable discharge power, thereby ensuring that the grid can meet the maximum charging demand of the second type of vehicles when the load is extremely high.

[0093] In some embodiments, the charging demand information includes the maximum allowable charging power of the second type of vehicles, and each vehicle is controlled to charge according to the target charging control mode, including: in a first charging sub-mode, controlling all second type of vehicles to charge at the corresponding maximum allowable charging power; and in a second charging sub-mode, controlling the second type of vehicles to charge at the corresponding actual charging power, wherein the actual charging power is less than or equal to the maximum allowable charging power.

[0094] Specifically, if the final available power supply is greater than or equal to the maximum required charging power, it means that the current available power of the grid and the discharge 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, and all second type of vehicles are controlled to charge at the corresponding maximum allowable charging power, thereby maximizing the charging speed of the second type of vehicles. If the final available power supply is less than the maximum required charging power, it means that the current available power of the grid and the discharge power of the first type of vehicles cannot meet the maximum charging demand of the second type of vehicles. 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, thereby ensuring that the grid can meet the charging demand of the second type of vehicles connected to the vehicle charging station.

[0095] 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 based on the discharge evaluation index; and determining the actual discharge power corresponding to each first type of vehicle based on the discharge weight, maximum required charging power, and available power supply power corresponding to each first type of vehicle.

[0096] Among them, the discharge evaluation index can be used to determine whether the first type of vehicle should give priority to discharging to the second type of vehicle, and the discharge evaluation index can be used to evaluate the discharge capacity of the first type of vehicle to the power grid.

[0097] Specifically, if the final available power supply is greater than or equal to the maximum required charging power, it indicates that the current available power of the grid and the discharge 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. Under the first charging sub-mode, at least the first type of vehicles discharge to the grid according to their actual discharge power. For the actual discharge power corresponding to the first type of vehicles, this application determines the actual discharge power corresponding to each first type of vehicle based on its discharge weight, maximum required charging power, and available power supply. In other words, the additional power supply required by the grid is determined based on the maximum required charging power and available power supply, thus determining that all first type vehicles require additional power supply for the second type of vehicles. The system calculates the power supply of each vehicle in the first category and then obtains the discharge evaluation index for each vehicle in the second category. Based on the discharge evaluation index, the system determines the discharge weight of each vehicle in the first category. In other words, the system determines the discharge ratio of each vehicle in the first category based on the evaluation index of the vehicle's priority discharge to the second category. Then, the system determines the actual discharge power of each vehicle in the first category based on its discharge weight. This means that vehicles in the first category with stronger discharge capabilities and better condition will be allocated more actual discharge power. This allows the system to allocate the actual discharge power of each vehicle in the first category when discharging to the grid, taking into account the discharge priority of each vehicle in the first category. Moreover, the discharge weight is allocated based on the actual discharge evaluation index, and the discharge weight is an objective value that does not require human intervention.

[0098] In some embodiments, the discharge evaluation indicators include one or more of the following: the state of charge (SBC) of the first type of vehicle, the pre-dwell time of the first type of vehicle, the charged time of the first type of vehicle, charge / discharge integrity, and discharge contribution. Based on this, the discharge weight corresponding to the first type of vehicle can be determined according to one or more of the following: the SBC of the first type of vehicle, the pre-dwell time of the first type of vehicle, the charged time of the first type of vehicle, charge / discharge integrity, and discharge contribution. Charge / discharge integrity and discharge contribution are information stored within the charging control device.

[0099] The pre-dwell time is calculated based on the expected departure time and charging start time input by the owner of the first-category vehicle. The pre-dwell time can be input by the user. The state of charge (SOC), pre-dwell time, charging / discharging integrity, and discharge contribution of the first-category vehicle are positive indicators. The charging time of the first-category vehicle affects the battery's SOC; the longer the charging time, the higher the SOC, and the more electricity can be discharged. Charging / discharging integrity refers to the integrity of the first-category vehicle during the charging and discharging process. Discharge contribution refers to the contribution of the first-category vehicle to supplementing the power grid.

[0100] For example, the discharge weight of a vehicle of type I can be determined based on its state of charge, its pre-stay time, its charged time, its charge / discharge integrity, or its discharge contribution; or, based on its state of charge and pre-stay time; or, based on its state of charge, pre-stay time, and charged time; or, based on its state of charge, pre-stay time, charged time, and charge / discharge integrity; or, based on its state of charge, pre-stay time, charged time, charge / discharge integrity, and discharge contribution.

[0101] Specifically, for the actual discharge power corresponding to the first category of vehicles, this application determines the actual discharge power corresponding to each first category vehicle based on its discharge weight, maximum demand charging power, and available power supply. In other words, it determines the additional power supply required from the grid based on the maximum demand charging power and available power supply, thus determining the additional power supply required from the grid for all first category vehicles as second category vehicles. Then, it obtains the discharge evaluation index for each first category vehicle and determines the discharge weight corresponding to each first category vehicle based on the discharge evaluation index. Specifically, it determines the discharge weight corresponding to each first category vehicle based on one or more of the vehicle's state of charge, pre-dwell time, charging time, charging / discharging integrity, and discharge contribution. Among these factors, the state of charge, pre-dwell time... The charging duration reflects the discharge capacity of Category 1 vehicles, while charging and discharging integrity and discharge contribution reflect the vehicle's willingness to discharge. Therefore, the discharge weight of each Category 1 vehicle is determined based on its discharge capacity to the grid and the owner's willingness to discharge. Then, the actual discharge power of each Category 1 vehicle is determined based on its corresponding discharge weight. This means that Category 1 vehicles with stronger discharge capacity and better condition will be allocated more actual discharge power. This allows for the allocation of actual discharge power from Category 1 vehicles to Category 2 vehicles, taking into account the discharge capacity and owner's willingness to discharge. Furthermore, the discharge weight is allocated based on actual discharge evaluation indicators, and the discharge weight is objectively assigned without human intervention.

[0102] It should be noted that the higher the state of charge of the first type of vehicle, the longer the pre-dwell time of the first type of vehicle, the longer the charging time of the first type of vehicle, the higher the charging and discharging integrity, and the higher the discharge contribution, the higher the discharge weight of the first type of vehicle, and the higher the actual discharge power of the first type of vehicle.

[0103] In this embodiment, the charging and discharging integrity and discharge contribution are recalculated based on the charging and discharging behavior of each vehicle to improve the charging and discharging integrity and discharge contribution of the first type of vehicles. This allows the first type of vehicles to have higher charging priority and actual charging power compared to other vehicles when there is sufficient available power on the grid.

[0104] In some embodiments, determining the discharge weight corresponding to each Class I vehicle based on discharge evaluation indicators includes: determining the discharge evaluation coefficient corresponding to each Class I vehicle using the entropy weight method based on each discharge evaluation indicator; determining the minimum discharge evaluation coefficient among all discharge evaluation coefficients; and determining the discharge weight corresponding to each Class I vehicle based on the minimum discharge evaluation coefficient and the discharge evaluation coefficient corresponding to each Class I vehicle.

[0105] Wherein, min(V) is the minimum discharge evaluation coefficient, and vi is the discharge evaluation coefficient corresponding to each Class I vehicle.

[0106] Specifically, the minimum discharge evaluation coefficient min(V) and the discharge evaluation coefficient vi corresponding to each Class I vehicle are substituted into formula (5) to calculate the discharge weight corresponding to each Class I vehicle.

[0107] In some embodiments, the discharge evaluation coefficient corresponding to each Class I vehicle is determined by the entropy weight method based on each discharge evaluation index, including the following steps.

[0108] Each discharge evaluation index is normalized to obtain the first normalized value corresponding to each discharge evaluation index.

[0109] Among them, X ij Let be the j-th discharge evaluation index of the i-th vehicle of the first category, min(Xi) be the minimum discharge evaluation index of the jj-th discharge evaluation index of all vehicles of the first category, and max(Xi) be the maximum discharge evaluation index of the j-th discharge evaluation index of all vehicles of the first category. For example, if the jj-th discharge evaluation index is the state of charge of the first category vehicle, and the discharge evaluation index of the first vehicle of the first category is 13%, the discharge evaluation index of the second vehicle of the first category is 50%, and the discharge evaluation index of the third vehicle of the first category is 73%, then the minimum discharge evaluation index is 13%, and the maximum discharge evaluation index is 73%. Formula (6) is applicable to positive indicators.

[0110] Specifically, the j-th discharge evaluation index X of the i-th Class I vehicle... ijSubstitute the minimum discharge evaluation index value min(Xi) and the maximum discharge evaluation index value max(Xi) into formula (6) to normalize each discharge evaluation index in order to calculate the first normalized value Yij corresponding to each discharge evaluation index.

[0111] The first information entropy corresponding to each discharge evaluation index is determined based on the first normalized value.

[0112] Where n is the number of vehicles in the second category. If p ij =0

[0113] Specifically, the first normalized value Yij corresponding to each discharge evaluation index is substituted into formulas (7) and (8) to calculate the first information entropy Ej corresponding to each discharge evaluation index.

[0114] The weight of the first indicator corresponding to each discharge evaluation indicator is determined based on the first information entropy and the total number of discharge evaluation indicators.

[0115] Where k is the total number of discharge evaluation indicators.

[0116] Specifically, the first information entropy Ej corresponding to each discharge evaluation index and the total number of discharge evaluation indexes k are substituted into formula (9) to calculate the first index weight Wj corresponding to each discharge evaluation index.

[0117] The discharge evaluation coefficient for each Class I vehicle is determined based on the first normalized value and the first index weight.

[0118] Specifically, the first index weight Wj and the first normalized value Yij corresponding to each discharge evaluation index are substituted into formula (10) to calculate the discharge evaluation coefficient vi corresponding to each Class I vehicle.

[0119] In some embodiments, the actual discharge power corresponding to each Class I vehicle is determined based on the discharge weight, maximum required charging power, and available power supply for each Class I vehicle, including the following steps:

[0120] Based on the maximum required charging power P maxch (t) and available power supply P ava (t) Determine the actual total discharge power P that all Category I vehicles need to release. V2G (t), that is, based on the maximum required charging power and the available power supply P ava (t) Determine the additional power supply required from the grid for all Category 1 vehicles. The actual total discharge power P is... V2G(t) can be represented as: P V2G (t)=P maxch (t)-P ava (t)

[0121] The total discharge weight is determined based on the discharge weight corresponding to each Class I vehicle.

[0122] Among them, S disch,i S represents the discharge weight for each Class I vehicle. fz This represents the total discharge weight.

[0123] Specifically, the discharge weight S corresponding to each Class I vehicle is... disch,i Substitute into formula (11) to calculate the total discharge weight S. fz .

[0124] The actual discharge power for each Class I vehicle is determined based on its discharge weight, actual total discharge power, and total discharge weight. In other words, given the total actual discharge power to be released by all Class I vehicles, this application allocates the actual charging power for each Class I vehicle according to its corresponding discharge weight.

[0125] Specifically, when allocating charging and discharging power for existing vehicles in real time, an EV schedulable capability analysis model is established by comprehensively considering historical charging behavior and current network access information. This model combines four evaluation indicators—EV battery wear level, charging / discharging urgency, reverse charging capability, and creditworthiness—to determine the priority of EV schedulable capability. A generalized power allocation criterion is then formulated based on power compensation needs within each sampling period. To fully reflect the rationality of the scheduling priority, an SA threshold is set for each sampling period. When the priority scheduling value exceeds the set threshold, the system re-allocates power. However, this method uses a subjective assignment method when allocating priority scheduling rights for vehicles, thus failing to objectively reflect the evaluation of various factors and neglecting the charging and discharging intentions of electric vehicle owners. To address this issue, this application determines the discharge weight of a Class I vehicle using one or more of the following discharge evaluation indicators: state of charge, pre-dwell time, charging time, charge / discharge integrity, and discharge contribution. State of charge, pre-dwell time, and charging time reflect the discharge capacity of the Class I vehicle, while charge / discharge integrity and discharge contribution reflect the vehicle's willingness to discharge. Based on the discharge capacity of each Class I vehicle for Class II vehicles and the owner's willingness to discharge, the discharge weight of each Class I vehicle is determined. Then, based on the discharge weight of each Class I vehicle, the actual discharge power of each Class I vehicle is determined. This allows for the allocation of actual discharge power from Class I vehicles to Class II vehicles, taking into account the discharge capacity and the owner's willingness. Furthermore, the discharge weight is allocated based on the actual discharge evaluation indicators, and the weight is objectively assigned without human intervention, thus objectively reflecting the evaluation of each factor.

[0126] In some embodiments, when allocating actual discharge power to each Class 1 vehicle, it is necessary to re-detect whether there is a Class 1 target vehicle with actual discharge power greater than the maximum allowable discharge power, specifically including the following steps.

[0127] The initial discharge power for each Class I vehicle is determined based on its discharge weight, actual total discharge power, and total discharge weight.

[0128] The initial discharge power can be understood as the discharge power initially allocated to each Class I vehicle.

[0129] Among them, the discharge weight S corresponding to each Class I vehicle disch,i Actual total discharge power P V2G (t) and total discharge weight S fz Substituting into formulas (12) and (13), the initial discharge power S corresponding to each Class I vehicle is calculated. disch，i (t).

[0130] Step a: Identify a first target vehicle among all Category I vehicles whose initial discharge power exceeds the maximum permissible discharge power. That is, calculate the initial discharge power for each Category I vehicle based on its discharge weight, actual total discharge power, and total discharge weight. This initial discharge power may contain values ​​exceeding the maximum permissible discharge power.

[0131] Step b involves redistributing power based on the initial discharge power and the maximum permissible discharge power for each first target vehicle. In other words, the redistributed power is determined based on these two values, and then allocated according to this redistributed power. Specifically, the value of the initial discharge power greater than the maximum permissible discharge power is used as the redistributed power to obtain the actual discharge power for each first-class vehicle. The actual discharge power can be understood as the final discharge power of each first-class vehicle after the power allocation is completed.

[0132] Steps a and b are executed repeatedly until each Class I vehicle meets the condition that its actual discharge power is less than or equal to its maximum allowable discharge power. At this point, it indicates that all power has been allocated. Then, the vehicle is discharged according to the actual discharge power corresponding to each Class I vehicle after the power redistribution. After the discharge is completed, the charging and discharging integrity and discharge contribution of the Class I vehicles are updated.

[0133] In some embodiments, power redistribution is performed based on 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 of vehicle, specifically including the following steps:

[0134] Identify the second target vehicle among all Class I vehicles whose initial discharge power is less than the maximum permissible discharge power.

[0135] The discharge power to be allocated is determined based on the initial discharge power and the maximum allowable discharge power of each first target vehicle, and the maximum allowable discharge power of the first target vehicle is used as the actual discharge power of the first target vehicle.

[0136] Among them, P V2G k (t) represents the discharge power to be allocated after the k-th power allocation at time t, P V2G.i 1 (t) represents the discharge power to be allocated to each target vehicle after the first power allocation at time t, which is the initial discharge power, P. maxV2G.i This represents the maximum permissible discharge power for each of the first target vehicles.

[0137] Specifically, the initial discharge power P of each target vehicle in the first power allocation will be... V2G.i 1 (t) and the maximum allowable discharge power P corresponding to each first target vehicle maxV2G.i Substituting into formula (14), the discharge power P to be allocated after the k-th power allocation at time t is calculated. V2G k (t).

[0138] In addition, the discharge power P to be allocated from each first target vehicle after the first power allocation within time period T will be... V2G.i 1 (t) Start accumulating and summing to obtain the sum P of all the discharge power to be allocated for each first target vehicle at time T in the kth iteration. V2G.i (t), P V2G.i (t) is represented by the following expression.

[0139] The initial discharge power of the second target vehicle is updated according to the discharge power to be allocated and the discharge weight of the second target vehicle, and the updated initial discharge power is used as the actual discharge power of the second target vehicle.

[0140] Among them, S V2G.i The discharge weight for the second target vehicle.

[0141] Specifically, the discharge power P to be allocated after the k-th power allocation at time t is... V2G k (t) and the discharge weight S of the second target vehicle V2G.i Substituting into formula (15), the initial discharge power P of the second target vehicle updated after the k-th power allocation is calculated. V2G.i k (t), so that the updated initial discharge power is used as the actual discharge power of the second target vehicle.

[0142] For example, suppose a community's power grid provides the maximum allowable power supply once every 15 minutes, and there are currently 10 vehicles charging. The vehicle information is shown in Table 1.

[0143] Table 1

[0144] Assuming the available power supply from the power grid is [12 10 20 8 20 20 20 18] kW, and the duration is 2 hours, the actual power distribution of the 10 vehicles during the 2 hours is shown in Table 2, based on the above method.

[0145] Table 2

[0146] The changes in vehicle SOC are shown in Figure 2 and Table 3:

[0147] Table 3

[0148] In some embodiments, for the actual charging power corresponding to the second type of vehicle, 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 based on the charging evaluation index; and determining the actual charging power corresponding to each second type of vehicle based on the charging weight, available power supply, and maximum required charging power.

[0149] Among them, the charging evaluation index can be understood as prioritizing the evaluation index of charging power for the second type of vehicle.

[0150] Specifically, regarding the actual charging power for Category II vehicles, this application determines the actual charging power for each Category II vehicle based on its charging weight, available power supply, and maximum charging demand. In other words, based on the charging weight of each Category II vehicle, the available power supply and maximum charging demand are allocated to each Category II vehicle to determine its actual charging power. This allows for the determination of the actual charging power for each Category II vehicle based on charging evaluation indicators, fully considering the owner's charging intentions and the specific conditions of the vehicle. Furthermore, the charging weight is allocated based on actual charging evaluation indicators, and the charging weight is objectively assigned without human intervention.

[0151] 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 discharge contribution. When the charging and discharging integrity and the discharge contribution of the second type of vehicle are higher, the actual charging power of the second type of vehicle is closer to the maximum allowable charging power. The negative indicators include one or more of the state of charge of the second type of vehicle, the pre-dwell time of the second type of vehicle, and the charged time of the second type of vehicle. When the state of charge of the second type of vehicle is smaller, the pre-dwell time is shorter, and the charged time is shorter, the actual charging power of the second type of vehicle is closer to the maximum allowable charging power.

[0152] In some embodiments, determining the charging weight corresponding to each second-class vehicle based on charging evaluation indicators includes: determining the charging evaluation coefficient corresponding to each second-class vehicle using the entropy weight method based on each charging evaluation indicator; determining the minimum charging evaluation coefficient among all charging evaluation coefficients; and determining the charging weight corresponding to each second-class vehicle based on the minimum charging evaluation coefficient and the charging evaluation coefficient corresponding to each second-class vehicle.

[0153] Wherein, min(V) is the minimum charging evaluation coefficient, and vi is the charging evaluation coefficient corresponding to each Class II vehicle.

[0154] Specifically, the minimum charging evaluation coefficient min(V) and the charging evaluation coefficient vi corresponding to each Class II vehicle are substituted into formula (16) to calculate the charging weight Si corresponding to each Class II vehicle.

[0155] In some embodiments, the charging evaluation coefficient for each Class II vehicle is determined using the entropy weight method based on each charging evaluation index, including:

[0156] Each positive indicator is normalized to obtain a second normalized value for each positive indicator.

[0157] Among them, X ij Let Xi be the j-th positive indicator of the i-th Class II vehicle, min(Xi) be the minimum charging evaluation indicator of the j-th positive indicator of all Class II vehicles, and max(Xi) be the maximum charging evaluation indicator of the j-th positive indicator of all Class II vehicles.

[0158] Specifically, the minimum charging evaluation index min(Xi), the maximum charging evaluation index max(Xi), and the j-th positive index are substituted into formula (17) to normalize the j-th positive index, so as to obtain the second normalized value Yij corresponding to each positive index.

[0159] Each inverse indicator is normalized to obtain a third normalized value for each inverse indicator.

[0160] Among them, X ij Let Xi be the j-th reverse indicator of the i-th type II vehicle, min(Xi) be the minimum charging evaluation indicator of the j-th reverse indicator of all type II vehicles, and max(Xi) be the maximum charging evaluation indicator of the j-th reverse indicator of all type II vehicles.

[0161] Specifically, the minimum charging evaluation index min(Xi), the maximum charging evaluation index max(Xi), and the j-th reverse index are substituted into formula (18) to normalize the j-th reverse index in order to obtain the third normalized value corresponding to each reverse index.

[0162] The second information entropy corresponding to each charging evaluation index is determined based on the second and third normalized values.

[0163] Specifically, based on the second normalized value Yij corresponding to each positive indicator, formula (19) and formula (20), the second information entropy Ej corresponding to each positive indicator is calculated, and based on the third normalized value corresponding to each negative indicator, formula (19) and formula (20), the second information entropy Ej corresponding to each negative indicator is calculated. The second information entropy corresponding to each positive indicator and the second information entropy corresponding to each negative indicator are used as the second information entropy corresponding to each charging evaluation indicator.

[0164] The weight of the second indicator corresponding to each charging evaluation indicator is determined based on the second information entropy and the total number of charging evaluation indicators.

[0165] Specifically, the second information entropy Ej corresponding to each charging evaluation indicator and the total number of charging evaluation indicators n are substituted into formula ((21)) to calculate the second indicator weight Wj corresponding to each charging evaluation indicator.

[0166] The charging evaluation coefficient for each Class II vehicle is determined based on the second normalized value, the third normalized value, and the weight of the second indicator.

[0167] Specifically, the second indicator weight Wj corresponding to each charging evaluation indicator, the third normalized value Yij corresponding to each inverse indicator, and the second normalized value Yij corresponding to each positive indicator are substituted into formula (22) to calculate the charging evaluation coefficient Vi corresponding to each second-class vehicle.

[0168] In some embodiments, the actual charging power for each Class II vehicle is determined based on its charging weight, available power supply, and maximum required charging power. This process includes the following steps:

[0169] The actual total discharge power that all Category 1 vehicles need to release is determined based on the maximum required charging power and the available power supply. In other words, the additional power supply that all Category 1 vehicles need to provide to Category 2 vehicles is determined based on the maximum required charging power and the available power supply. V2G (t)=P maxch (t)-P ava (t) Formula (23)

[0170] Among them, P V2G (t) represents the actual total discharge power, P ava (t) represents the available power supply, P max ch (t) represents the maximum required charging power.

[0171] Specifically, the maximum required charging power P max ch (t) and available power supply P ava(t) is substituted into formula (23) to calculate the actual total discharge power P released by all Class I vehicles. V2G (t).

[0172] The final total charging power is determined based on the actual total discharge power and the available power supply. all (t)=P ava (t)+P V2G (t) Formula (24)

[0173] Specifically, the actual total discharge power P V2G (t) and available power supply P ava Substituting (t) into formula (24), the final total charging power P is calculated. all (t).

[0174] The total charging weight is determined based on the charging weight corresponding to each Class II vehicle.

[0175] Where Sch.i is the charging weight corresponding to each Class II vehicle, nch is the total number of charging weights, and Scz is the total charging weight.

[0176] Specifically, the charging weight Sch.i corresponding to each Class II vehicle is substituted into formula (25) to calculate the total charging weight Scz.

[0177] The actual charging power for each Category II vehicle is determined based on its charging weight, final total charging power, and total charging weight. In other words, this application allocates the actual charging power for each Category II vehicle according to its corresponding charging weight.

[0178] Specifically, when allocating charging and discharging power for existing vehicles in real time, an EV schedulable capability analysis model is established by comprehensively considering historical charging behavior and current network access information. This model combines four evaluation indicators—EV battery wear level, charging / discharging urgency, reverse charging capability, and creditworthiness—to determine the priority of EV schedulable capability. A generalized power allocation criterion is then formulated based on power compensation needs within each sampling period. To fully reflect the rationality of the scheduling priority, an SA threshold is set for each sampling period. When the priority scheduling value exceeds the set threshold, the system re-allocates power. However, this method uses a subjective assignment method when allocating priority scheduling rights for vehicles, thus failing to objectively reflect the evaluation of various factors and neglecting the charging and discharging intentions of electric vehicle owners. To address this issue, this application determines the charging weight for each Category II vehicle based on charging evaluation indicators. Then, it determines the actual charging power for each Category II vehicle by using its charging weight, available power supply, and maximum required charging power. This allows for the determination of the actual charging power for each Category II vehicle based on charging evaluation indicators, fully considering the owner's charging intentions and the specific conditions of the vehicle. Furthermore, the charging weight is allocated based on the actual charging evaluation indicators, making the weight objectively assigned without human intervention, thus improving the objectivity of the charging power allocation for each Category II vehicle.

[0179] In some embodiments, the method further includes the following steps.

[0180] The initial charging power for each Class II vehicle is determined based on its charging weight, final total charging power, and total charging weight.

[0181] The initial charging power can be understood as the initial charging power allocated to each Class II vehicle.

[0182] Among them, P all (t) represents the final total charging power, S ZC This represents the total charging weight.

[0183] Specifically, the charging weight Sch.i corresponding to each Class II vehicle is substituted into formula (27) to calculate the total charging weight S. ZC Then, the charging weight Sch.i corresponding to each Class II vehicle and the final total charging power P are calculated. all (t) and total charging weight S ZC Substitute into formula (26) to calculate the initial charging power P for each Class II vehicle. ch.i 1 (t).

[0184] Step a: Identify the third target vehicle among all Category II vehicles whose initial charging power is greater than the maximum permissible charging power. In other words, the initial charging power for each Category II vehicle, calculated based on its charging weight, final total charging power, and total charging weight, may contain values ​​that exceed the maximum permissible charging power.

[0185] Step b involves redistributing power based on the initial charging power and the maximum permissible charging power for each third target vehicle. In other words, the redistributed power is determined based on these two values, and the power is allocated accordingly. Specifically, the value of the initial charging power exceeding the maximum permissible charging power is used as the redistributed power to obtain the actual charging power for each second-category vehicle. The actual charging power can be understood as the final discharge power of each second-category vehicle after the power allocation is completed.

[0186] Steps a and b are executed repeatedly until each Class I vehicle meets the condition that its actual charging power is less than or equal to its maximum allowable charging power. At this point, it indicates that all power has been allocated. Then, charging is performed according to the actual charging power of each Class II vehicle after the power redistribution. After charging is completed, the charging and discharging integrity and discharging contribution of the Class II vehicles are updated.

[0187] In some embodiments, power redistribution is performed based on 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 type of second vehicle, specifically including the following steps:

[0188] Identify the fourth target vehicle among all Category 2 vehicles whose initial charging power is less than the maximum permissible charging power.

[0189] The charging power to be allocated is determined based on the initial charging power and the maximum allowable charging power of each third target vehicle, and the maximum allowable charging power of the third target vehicle is used as the actual charging power of the third target vehicle.

[0190] Among them, P all k (t) represents the charging power to be allocated after the k-th power allocation at time t, P maxch.i (t) represents the maximum allowable discharge power for each third target vehicle.

[0191] Specifically, the initial charging power P of each third target vehicle in the first power allocation will be... ch.i 1(t) and the maximum allowable charging power P corresponding to each third target vehicle. maxch.i Substituting (t) into formula (28), the charging power P to be allocated after the k-th power allocation at time t is calculated. all (t).

[0192] Then, the initial charging power of the fourth target vehicle is updated according to the charging power to be allocated and the charging weight of the fourth target vehicle, and the updated initial charging power is used as the actual charging power of the fourth target vehicle.

[0193] Specifically, the charging power P to be allocated after the k-th power allocation at time t is... all k Substituting (t) and the charging weight Sch.i of the fourth target vehicle into formula (29), the initial charging power of the fourth target vehicle after the k-th power allocation is calculated, and the updated initial charging power is used as the actual charging power P of the fourth target vehicle after the k-th power allocation. ch.i k (t).

[0194] Among them, the actual charging power P of the fourth target vehicle updated after the first power allocation within the time period T. ch.i k (t) Start accumulating and summing to calculate the sum P of the actual charging power of each fourth target vehicle at time T for the kth time. ch.i (t), where P ch.i (t) is expressed by formula (32).

[0195] In some embodiments, the charging and discharging integrity rating includes: obtaining the user's average historical expected SOC value and average historical expected dwell time for the vehicle; obtaining the vehicle's average historical actual replenishment SOC value and average historical actual dwell time; and determining the charging and discharging integrity rating based on the average historical expected SOC value, average historical expected dwell time, average historical actual replenishment SOC value, and average historical actual dwell time.

[0196] Wherein, β represents the charge / discharge integrity during this charge / discharge process. The average historical expected SOC value, To supplement the average historical SOC value, This is the average historical expected length of stay. This represents the average historical actual length of stay.

[0197] Specifically, the average historical expected SOC value can be calculated based on the historical expected SOC value recorded during the vehicle's first N charging cycles, the average historical expected dwell time can be calculated based on the historical expected dwell time recorded during the vehicle's first N charging cycles, the average historical actual replenishment SOC value can be calculated based on the historical actual replenishment SOC value recorded during the vehicle's first N charging cycles, and the average historical actual dwell time can be calculated based on the historical actual dwell time recorded during the vehicle's first N charging cycles, where N is greater than or equal to 1. Then, the average historical expected SOC value, the average historical expected dwell time, the average historical actual replenishment SOC value, and the average historical actual dwell time are substituted into formula (30) to calculate the charging and discharging integrity β.

[0198] In some embodiments, the discharge contribution includes: obtaining the vehicle's average historical discharge SOC value and average historical maximum allowable discharge SOC value; and determining the discharge contribution based on the average historical discharge SOC value and the average historical maximum allowable discharge SOC value.

[0199] in, It is the average historical maximum permissible discharge SOC value under 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. This represents the average historical discharge SOC value.

[0200] Specifically, the average historical maximum permissible discharge SOC value and average historical discharge SOC value Substitute into formula (31) to calculate the discharge contribution. The average historical maximum allowable discharge SOC value can be calculated from the historical maximum allowable discharge SOC value recorded during the vehicle's first N charging cycles, and the average historical discharge SOC value can be calculated from the historical discharge SOC value recorded during the vehicle's first N charging cycles.

[0201] The charging control method of this disclosure embodiment will be illustrated below with reference to Figure 3. The specific content is as follows.

[0202] Step S3, Begin.

[0203] Step S4, power allocation calculation.

[0204] Step S5: Determine if a new charging vehicle has arrived. If yes, proceed to step S6; otherwise, proceed to step S8.

[0205] Step S6: Obtain vehicle owner input information: vehicle pre-stay duration, expected SOC value upon departure, V2G permitted status, maximum permitted discharge power, and changes in the number of charging vehicles.

[0206] Step S7: Obtain the vehicle's state of charge, maximum allowable charging power, charging / discharging integrity, and discharge contribution.

[0207] Step S8: Determine if the power limit has changed. If yes, proceed to step S9; otherwise, proceed to step S10.

[0208] Step S9: Power information updated.

[0209] Step S10: Determine whether the vehicle's V2G permission status has changed. If yes, proceed to step S11; otherwise, proceed to step S12.

[0210] Step S11: Update charging demand information.

[0211] Step S12: Determine whether the vehicle's state of charge (SOC) has reached the target SOC value. If yes, proceed to step S13; otherwise, proceed to step S14.

[0212] Step S13: Update charging demand information.

[0213] Step S14: Determine whether the vehicle has left. If yes, proceed to step S15; otherwise, proceed to step S16.

[0214] Step S15: Update charging demand information.

[0215] Step S16: Determine whether the vehicle departure time has reached the preset interval. If yes, proceed to step S17; otherwise, proceed to step S18.

[0216] Step S17: Update time information.

[0217] Step S18: Determine if the information has been updated. If yes, proceed to step S4; otherwise, proceed to step S8.

[0218] The charging control method of this disclosure embodiment will be illustrated below with reference to Figure 4. The specific content is as follows.

[0219] Step S19, Begin.

[0220] Step S20: Start calculating the available power supply Pava(t) and total power demand Pmaxev(t) at time t.

[0221] Step S21: Determine whether the available power supply Pava(t) is greater than or equal to the total power demand Pmaxev(t). If yes, proceed to step S22; otherwise, proceed to step S23.

[0222] Step S22: Control each vehicle to charge at the corresponding maximum allowable charging power, and then proceed to step S27.

[0223] Step S23: Control mode for charging the second type of vehicle using the power grid and the first type of vehicle.

[0224] Step S24: Determine whether the sum of the vehicle's maximum allowable discharge power and available power supply is greater than or equal to the maximum required charging power, i.e., whether the expression Pava(t) + Pmax v2g(t) ≥ Pmaxch(t) is satisfied. If yes, proceed to step S25; otherwise, proceed to step S26.

[0225] Step S25: The first type of vehicles discharges at the corresponding actual discharge power, and the control ensures that all second type of vehicles are charged at the corresponding maximum allowable charging power. Then, step S27 is executed.

[0226] Step S26: Control all first-class vehicles to discharge at the corresponding maximum allowable discharge power, and control second-class vehicles to charge at the corresponding actual charging power.

[0227] Step S27, t = t + 1, return to step S20.

[0228] A second aspect of this disclosure provides a charging control device 10, as shown in FIG5. The charging control device 10 includes at least one processor 1 and a memory 2 communicatively connected to at least one processor 1.

[0229] The memory 2 stores a computer program that can be executed by at least one processor 1. When the at least one processor 1 executes the computer program, it implements the charging control method of the above embodiment.

[0230] According to the charging control device 10 of the present disclosure, by executing the charging control method of the above embodiments, the charging demand of the vehicle and the power grid supply capacity can be comprehensively considered when controlling the charging of the vehicle, thereby improving the user's charging experience.

[0231] A third aspect of this disclosure provides a computer storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the charging control method of the above embodiments.

[0232] This fourth aspect of the disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the charging control method described above.

[0233] According to the computer program product of the present disclosure, by executing the charging control method of the above embodiments, the charging demand of the vehicle and the power grid supply capacity can be comprehensively considered when controlling the charging of the vehicle, thereby improving the user's charging experience.

[0234] In the description of this specification, any process or method described in the flowcharts or otherwise herein may be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this disclosure includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of this disclosure pertain.

[0235] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0236] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0237] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0238] Furthermore, the functional units in the various embodiments of this disclosure can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0239] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

[0240] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0241] Although embodiments of this disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A charging control method, characterized in that, include: Determine the charging demand information and power grid supply information for each vehicle connected to the vehicle charging station. and The system controls each vehicle to charge based on the charging demand information and the power grid supply information.

2. The charging control method according to claim 1, characterized in that, Controlling each vehicle to charge based on the charging demand information and the power grid supply information includes: The target charging control mode is determined based on the charging demand information and the power grid supply information; and Each vehicle is charged according to the target charging control mode.

3. The charging control method according to claim 2, characterized in that, The power grid supply information includes the available power supply from the power 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 based on the charging demand information and the power grid supply information includes: The total power demand of the vehicle charging station at the current moment is determined based on the maximum permissible charging power of each vehicle at the current moment; and When the available power supply is greater than or equal to the total power demand, the target charging control mode is determined to be the first charging control mode, wherein the first charging control mode is a control mode that uses the power grid to charge each vehicle connected to the vehicle charging station.

4. The charging control method according to claim 3, characterized in that, Controlling each vehicle to charge according to the target charging control mode includes: In the first charging control mode, each vehicle is controlled to charge at the corresponding maximum allowable charging power.

5. The charging control method according to claim 3 or 4, characterized in that, The charging demand information also includes the vehicle's V2G permission status. Determining the target charging control mode based on the charging demand information and the grid power supply information also includes: When the available power supply is less than the total power demand, the target charging control mode is determined to be the second charging control mode, wherein the second charging control mode is a control mode that uses the power grid and the first type of vehicle to charge the second type of vehicle. Among all vehicles connected to the vehicle charging station, those with a V2G permission status are classified as Class I vehicles, and those with a V2G permission status are classified as Class II vehicles.

6. The charging control method according to claim 5, characterized in that, The charging demand information also includes the vehicle's maximum allowable discharge power, and the second charging control mode is either the first charging sub-mode or the second charging mode. In the first charging mode, the first type of vehicle discharges with the corresponding actual discharge power, wherein the actual discharge power is less than or equal to the maximum allowable discharge power. In the second charging mode, all Class 1 vehicles discharge at the corresponding maximum permissible discharge power.

7. The charging control method according to claim 6, characterized in that, Determining the target charging control mode based on the charging demand information and the power grid supply information also includes: The final available power supply is determined based on the maximum permissible discharge power of each Class I vehicle and the available power supply. The maximum required charging power is determined based on the maximum permissible charging power for each Category 2 vehicle; and The target charging control mode is selected as either the first charging sub-mode or the second charging sub-mode based on the final available power supply and the maximum required charging power.

8. The charging control method according to claim 7, characterized in that, Selecting the target charging control mode as either the first charging sub-mode or the second charging sub-mode based on the final available power supply and the maximum required charging power includes: If the final available power supply is greater than or equal to the maximum required charging power, the target charging control mode is selected as the first charging sub-mode; and If the final available power supply is less than the maximum required charging power, the target charging control mode is selected as the second charging sub-mode.

9. The charging control method according to claim 8, characterized in that, The charging demand information also includes the maximum allowable charging power for the second type of vehicles, and controls each vehicle to charge according to the target charging control mode, including: In the first charging mode, all second-category vehicles are controlled to charge at their corresponding maximum permissible charging power; and In the second charging sub-mode, the second type of vehicle is controlled to charge at the corresponding actual charging power, wherein 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 of vehicle, the method includes: Obtain the discharge evaluation indicators for each Class I vehicle; The discharge weight corresponding to each Class I vehicle is determined based on the discharge evaluation indicators; and The actual discharge power for each Class I vehicle is determined based on its discharge weight, the maximum required charging power, and the available power supply.

11. The charging control method according to claim 10, characterized in that, The discharge evaluation indicators include one or more of the following: the state of charge of the first type of vehicle, the pre-dwelling time of the first type of vehicle, the charging time of the first type of vehicle, the charging and discharging integrity, and the discharge contribution.

12. The charging control method according to claim 11, characterized in that, The discharge weight for each Class I vehicle is determined based on the discharge evaluation indicators, including: The discharge evaluation coefficient for each Class I vehicle is determined using the entropy weight method based on each discharge evaluation index. Determine the minimum discharge evaluation coefficient among all discharge evaluation coefficients; and The discharge weight for each Class I vehicle is determined based on the minimum discharge evaluation coefficient and the discharge evaluation coefficient corresponding to each Class I vehicle.

13. The charging control method according to claim 12, characterized in that, The discharge evaluation coefficient for each Class I vehicle is determined using the entropy weight method based on each discharge evaluation index, including: Each discharge evaluation index is normalized to obtain the first normalized value corresponding to each discharge evaluation index; The first information entropy corresponding to each discharge evaluation index is determined based on the first normalized value; The weight of the first indicator corresponding to each discharge evaluation indicator is determined based on the first information entropy and the total number of discharge evaluation indicators; and The discharge evaluation coefficient for each Class I vehicle is determined based on the first normalized value and the first index weight.

14. The charging control method according to any one of claims 10-13, characterized in that, The actual discharge power for each Class I vehicle is determined based on its discharge weight, the maximum required charging power, and the available power supply, including: The actual total discharge power that all Category 1 vehicles need to release is determined based on the maximum required charging power and the available power supply. The total discharge weight is determined based on the discharge weight corresponding to each Class I vehicle; and The actual discharge power of each Class I vehicle is determined based on the discharge weight corresponding to each Class I vehicle, the actual total discharge power, and the total discharge weight.

15. The charging control method according to claim 14, characterized in that, The method further includes: The initial discharge power for each Class I vehicle is determined based on the discharge weight corresponding to each Class I vehicle, the actual total discharge power, and the total discharge weight. Step a: Identify a first target vehicle among all Class I vehicles whose initial discharge power is greater than the maximum permissible discharge power; Step b involves redistributing power based on the initial discharge power and the maximum allowable discharge power for each first target vehicle to obtain the actual discharge power for each type of vehicle; and Steps a and b are executed repeatedly until each Class I vehicle satisfies the condition that the actual discharge power is less than or equal to the maximum allowable discharge power.

16. The charging control method according to claim 15, characterized in that, Power is redistributed based on the initial discharge power and the maximum allowable discharge power of each first target vehicle to obtain the actual discharge power for each first-class vehicle, including: Identify a second target vehicle among all Class I vehicles whose initial discharge power is less than the maximum permissible discharge power; The discharge power to be allocated is determined based on the initial discharge power and the maximum allowable discharge power corresponding to each first target vehicle, and the maximum allowable discharge power corresponding to each first target vehicle is used as the actual discharge power of the first target vehicle; and The initial discharge power of the second target vehicle is updated according to the discharge power to be allocated and the discharge weight of the second target vehicle, and the updated initial discharge power is used as the actual discharge power of the second target vehicle.

17. The charging control method according to any one of claims 9-16, characterized in that, For the actual charging power corresponding to the second type of vehicle, the method includes: Obtain charging evaluation indicators for each Category 2 vehicle; The charging weight for each Class II vehicle is determined based on the aforementioned charging evaluation indicators; and The actual charging power for each Class II vehicle is determined based on its charging weight, available power supply, and maximum required charging power.

18. The charging control method according to claim 17, characterized in that, The charging evaluation indicators include positive indicators and negative indicators. The positive indicators include one or more of the following: charging and discharging integrity and discharge contribution. The negative indicators include one or more of the following: the state of charge of the second type of vehicle, the pre-dwelling time of the second type of vehicle, and the charging time of the second type of vehicle.

19. The charging control method according to claim 18, characterized in that, The charging weight for each Class II vehicle is determined based on the aforementioned charging evaluation indicators, including: The charging evaluation coefficient for each Class II vehicle is determined using the entropy weight method based on each charging evaluation index. Determine the minimum charging evaluation coefficient among all charging evaluation coefficients; and The charging weight for each Class II vehicle is determined based on the minimum charging evaluation coefficient and the charging evaluation coefficient corresponding to each Class II vehicle.

20. The charging control method according to claim 19, characterized in that, The charging evaluation coefficient for each Category II vehicle is determined using the entropy weight method based on each charging evaluation indicator, including: Each positive indicator is normalized to obtain a second normalized value for each positive indicator; Each inverse indicator is normalized to obtain the third normalized value corresponding to each inverse indicator; The second information entropy corresponding to each charging evaluation index is determined based on the second normalized value and the third normalized value; The weight of the second indicator corresponding to each charging evaluation indicator is determined based on the second information entropy and the total number of charging evaluation indicators; and The charging evaluation coefficient for each Class II vehicle is determined based on the second normalized value, the third normalized value, and the weight of the second indicator.

21. The charging control method according to any one of claims 17-20, characterized in that, The actual charging power for each Category II vehicle is determined based on its charging weight, the available power supply, and the maximum required charging power, including: The actual total discharge power that all Category 1 vehicles need to release is determined based on the maximum required charging power and the available power supply. The final total charging power is determined based on the actual total discharge power and the available power supply. The total charging weight is determined based on the charging weight corresponding to each Category II vehicle; and The actual charging power for each Class II vehicle is determined based on its charging weight, the final total charging power, and the total charging weight.

22. The charging control method according to claim 21, characterized in that, The method further includes: The initial charging power for each type of vehicle is determined based on the charging weight corresponding to each type of vehicle, the final total charging power, and the total charging weight. Step a, identify a third target vehicle among all second-class vehicles whose initial charging power is greater than the maximum permissible charging power; Step b involves redistributing power based on the initial charging power and the maximum allowable charging power for each third target vehicle to obtain the actual discharge power for each type of second vehicle; and The steps a and b are repeated until each Class II vehicle satisfies the condition that the actual charging power is less than or equal to the maximum allowable charging power.

23. The charging control method according to claim 22, characterized in that, Power is redistributed based on the initial charging power and the maximum allowable charging power for each third target vehicle to obtain the actual discharge power for each second-class vehicle, including: Identify a fourth target vehicle among all second-category vehicles whose initial charging power is less than the maximum permissible charging power; The charging power to be allocated is determined based on the initial charging power and the maximum allowable charging power corresponding to each third target vehicle, and the maximum allowable charging power corresponding to each third target vehicle is used as the actual charging power of the third target vehicle; and The initial charging power of the fourth target vehicle is updated based on the charging power to be allocated and the charging weight of the fourth target vehicle, and the updated initial charging power is used as the actual charging power of the fourth target vehicle.

24. The charging control method according to claim 11 or 18, characterized in that, The aforementioned charging and discharging integrity includes: Obtain the user's average historical expected SOC value and average historical expected dwell time for the vehicle; Obtain the average historical actual replenishment SOC value and the average historical actual dwell time of the vehicle; and The charging and discharging integrity is determined based on the average historical expected SOC value, the average historical expected dwell time, the average historical actual replenishment SOC value, and the average historical actual dwell time.

25. The charging control method according to any one of claims 11-13 and 18-20, characterized in that, The discharge contribution includes: Obtain the vehicle's average historical discharge SOC value and average historical maximum permissible discharge SOC value; and The discharge contribution is determined based on the average historical discharge SOC value and the average historical maximum allowable discharge SOC value.

26. A charging control device (10), characterized in that, include: At least one processor (1); and A memory (2) communicatively connected to at least one of the processors (1); The memory (2) stores a computer program that can be executed by at least one of the processors (1), and when the at least one processor (1) executes the computer program, it implements the charging control method according to any one of claims 1-25.

27. A computer storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor (1), it implements the charging control method according to any one of claims 1-25.

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

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