38 results about "Vehicle-to-grid" patented technology

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid, e.g., via an electric vehicle supply equipment (EVSE) / wallbox. A grid code(s) can be received at the EV. The grid code can be in compliance with EN50549-1 or a local grid code specification. The grid code can include a parameter(s) required to perform the V2G operation, e.g., an “Overvoltage 10 min mean protection, “anti-islanding disengage time”, and the like. The parameter(s) can be added to a distributed energy resource (DER) function bitmap, e.g., to enable an anti-islanding detection method. Communication between the EV and the EVSE can be ISO 15118-2, ISO 15118-20, etc.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid, e.g., via an electric vehicle supply equipment (EVSE) / wallbox. The EV can forward a EVSessionTotalDischargeEnergyAvailable parameter identifying an amount of electrical energy available for discharge from a battery onboard the EV. The EVSE can configure a power discharge profile for the V2G operation based on the value of the EVSessionTotalDischargeEnergyAvailable parameter. Accordingly, the power discharge profile can be configured so as to not exceed the value of the EVSessionTotalDischargeEnergyAvailable parameter. Communication between the EV and the EVSE can be in accordance with ISO 15118-2, ISO 15118-20, etc.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid, e.g., via an electric vehicle supply equipment (EVSE) / wallbox. The EV can receive a power limit parameter (PmonitoringDischargePowerLimit), defining a maximum amount of power that can be transferred during a V2G operation. Communication between the EV and EVSE can be in compliance with ISO 15118-20, and comprises a ChargeParameterDiscoveryResponse message. The power limit is in accordance with VDE-AR-N 4105. A power value in a ChargeLoopResponse message can be utilized as a real time measurement of power transferred between the EV and the EVSE, and generated in compliance with ISO 15118-20. If the power value equals the power limit parameter, electrical energy transferred in the V2G operation can be reduced.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid, e.g., via an electric vehicle supply equipment (EVSE) / wallbox. Prior to power discharge occurring, an ObservationTime can be defined, and while the duration of the ObservationTime has not been met, power discharge between the EV and the grid can be prevented. Further, power discharge can be prevented based on one or more operational conditions not being met at the EV and / or the grid. In the event of the ObservationTime, and the one or more operational conditions being met at the EV and / or the grid, power discharge can be enabled. A GridObservationCompleted parameter, having a binary configuration, can be toggled TRUE / FALSE to control the power discharge operation.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid operated by a distribution system operator (DSO), e.g., via an electric vehicle supply equipment (EVSE) / wallbox. Distribution system operator identifiers (DSOIDs) can be utilized to ensure the EV is configured to perform a V2G operation with the DSO, e.g., the EV has a DSOID matching the DSO's DSOID. Communication between the EV and the DSO can be in accord with ISO 15118-2, ISO 15118-20, etc. The DSOIDs can be an ENTSO-E EIC code, or a local unique identifier code.

Operation of an electric vehicle (EV) is monitored and controlled to enable operation in a vehicle to grid (V2G) configuration. During bidirectional power transfer, energy stored in batteries onboard the electric vehicle can be transferred to the grid. During a period of high energy input into the grid, e.g., energy sourced from wind turbines / solar, the energy can be stored in the onboard batteries. During low energy input, the energy stored in the batteries can be transferred to the grid. V2G operation is conducted in accordance with a grid code(s) implemented at the grid. As the EV operates from one location to another, a grid code pertaining to a current location of a V2G operation by the EV can be identified and implemented on the EV. In the event of the grid goes into an emergency condition, the EV can assist in returning the grid to a normal operating condition.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid operated by a distribution system operator (DSO), e.g., via an electric vehicle supply equipment (EVSE) / wallbox. Location codes can be utilized to ensure the EV is able to perform the V2G operation where the EVSE is located. The location codes can be Subdivision codes complying with ISO 3166-2. Communication between the EV and the EVSE can comply with ISO 15118-2, and include exchange of ServiceDetailRequest messages and ServiceDetailResponse messages.

An electric vehicle charging and discharging device that connects a ride-sharing service to a vehicle-to-grid system may include a processor and memory that stores software which, when executed by the processor, causes the processor to collect energy data from buildings, predict the energy consumption of the buildings based on the energy data, calculate a time zone in which additional energy is needed for each of the buildings, calculate a required amount of electrical energy based on the collected energy data and the predicted energy consumption, estimate a travel demand of a region in which the buildings are located, and determine a route for a ride-sharing vehicle for each time zone within the region based on the time zone that needs additional energy, the required amount of energy, and the travel demand.

A vehicular electricity generating canopy appliance includes a rectangular framework forming a vehicular chassis with solar panels, support apparatus for repositioning panels, auxiliary wheels, a trailer dolly for towing, and an electrical system connected to an inverter supporting optional Vehicle to Grid (V2G) operations. The vehicular canopy is designed to be movable and storable to protect the panels during adverse weather conditions.

Techniques described herein are generally directed to implementing an electric vehicle (EV) as a generator for vehicle-to-grid (V2G) power emission operation. The energy available in the battery mounted on the EV may be discharged to the grid, e.g., through an electric vehicle supply equipment (EVSE) / charging wall box. Before power emissions occur, an observation time may be defined, and power emissions between the EV and the grid may be prevented when the duration of the observation time is not reached. In addition, power emissions may be blocked based on one or more operating conditions that are not satisfied at the EV and / or the grid. Power emissions may be enabled when the electric vehicle and / or the grid satisfies the observed time, and one or more operating conditions. Grid observations completion parameters have a binary configuration, which can switch true / false to control power discharge operations.

An example operation includes one or more of receiving a request to discharge energy to an electrical grid, selecting an EV based on a state of charge (SOC) of a battery of the EV and an availability of the EV to discharge the energy, discharging electrical energy from the battery of the EV to an energy storage system at a geographic location, reserving the discharged electrical energy for the electrical grid within the energy storage system for a period of time, and transferring the discharged electrical energy to the electrical grid within the period of time.

The invention provides an energy management method and device of a vehicle and the vehicle. The energy management method comprises the steps that the whole vehicle required power and the available power of a vehicle-mounted renewable energy power generation unit are obtained; calculating to-be-distributed power based on the vehicle demand power and the available power; based on the to-be-distributed power, a constraint optimization problem is solved to determine power distribution of the power battery and the fuel, and the solving target of the constraint optimization problem comprises optimization of durability of the power battery and optimization of at least one of economy and durability of the fuel battery; issuing a power instruction to the power battery and the fuel battery according to the determined power distribution; and when a vehicle-to-power grid V2G activation instruction is received, the bidirectional electric energy interaction interface is controlled to output electric energy from at least one of the power battery, the fuel cell and the vehicle-mounted renewable energy power generation unit to an external power grid.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid operated by a distribution system operator (DSO), e.g., via an electric vehicle supply equipment (EVSE) / wallbox. A parameter can be received at the EV, comprising one of a setpoint (e.g., defining a value to be complied with during the BPT operation) or a limit (e.g., defining a value or level that cannot be exceeded during the V2G operation). The discharge operation at the EV can be controlled / adjusted in accordance with the parameter. The parameter can be received in a digital signal, and the EVSE complies with IEC 61851. The parameter complies with a grid code implemented at the EVSE, the grid code complies with EN 50549.

The invention relates to the technical field of mobile charging and discharging control, and particularly discloses a bidirectional energy control and grid connection method of a mobile charging and discharging system supporting V2G (Vehicle-to-Grid), in which V2G: Vehile-to-Grid, a vehicle is connected to a power grid. The method comprises the steps of collecting multi-source data of a battery state, a power grid operation state and renewable energy output, and performing preprocessing such as filtering and coordinate transformation on the multi-source data to evaluate a current safe operation boundary of a system; based on the operation boundary, calculating target charging and discharging power of the system by adopting a dynamic periodic model predictive control (MPC) algorithm; and in response to a grid-connected request, starting a grid-connected control flow according to the target charging and discharging power. Zero-impact smooth grid connection under the dynamic boundary condition is achieved, a source-load pulse synchronous counteracting mechanism based on flow direction hedging is provided, the traditional peak shifting thinking is broken, source and load attribute vehicle pulse synchronous conduction is forcibly controlled, direct self-balance of internal energy of a system is achieved, and power ripple oscillation of a power grid side is eliminated.

The invention discloses a vehicle-to-power grid environment multilayer linkable ring signature method based on a block chain. Firstly, a key image is constructed to reduce the number of times of exponentiation and hash operation in the signature generation and verification process, and the method comprises the steps of initialization setting, key generation, signature generation, signature verification and signature linking. And then, through decoupling electric charge payment, block chain verification and electric charge extraction links, fund flow links of a payment account and a collection account are confused, and account fund protection of the charging and discharging transaction is realized. And finally, it is ensured that the electric vehicle user can generate an unforgeable ring signature, it is prevented that the identity of the electric vehicle user is recognized through the ring signature, and uniqueness and legality of each charging and discharging transaction are achieved. According to the method, the calculation overhead of the ring signature can be reduced, and an efficient and safe complete solution is provided for a vehicle-to-power grid environment.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid, e.g., via an electric vehicle supply equipment (EVSE) / wallbox. The EV can receive a power limit parameter (PmonitoringDischargePowerLimit), defining a maximum amount of power that can be transferred during a V2G operation. Communication between the EV and EVSE can be in compliance with ISO 15118-20, and comprises a ChargeParameterDiscoveryResponse message. The power limit is in accordance with VDE-AR-N 4105. A power value in a ChargeLoopResponse message can be utilized as a real time measurement of power transferred between the EV and the EVSE, and generated in compliance with ISO 15118-20. If the power value equals the power limit parameter, electrical energy transferred in the V2G operation can be reduced.

A method (100) for detecting an externally connected AC electrical device, (14A, 14B) via a host system (10) with a rechargeable energy storage system, RESS, (12) and an AC charging input (20) connected to the RESS (12), the method (100) comprising: while the AC charging input (20) is electrically connected to the AC electrical device (14A, 14B) via a vehicle-to-live (V2L) load connector and a V2L cable set forming a V2L connection, or via a jump-start charging cable set and an EVSE charging cable set, Electric Vehicle Service Equipment, forming a jump-start charging connection, detecting a control pilot voltage and a proximity voltage at a respective pilot voltage terminal and proximity voltage terminal of the AC charging input (20);When the control pilot voltage is zero volts, evaluate, via the controller (50), whether entry conditions are met, wherein the entry conditions indicate a request by a user of the host system (10) to discharge current from the RESS to the AC electrical device (14A, 14B); receive, via the controller (50), a modulated voltage signal from the V2L connection or from the jump-start charging connection in response to the entry conditions, wherein the modulated voltage signal is a predetermined signal variation of the proximity voltage and / or the control pilot voltage; identify, via the controller (50), the AC electrical device (14A, 14B) as an identified device, including comparing the modulated voltage signal with an expected voltage, which indicates identity of the AC electrical device;and discharging electrical energy from the RESS (12) to the identified device via the V2L connection or the jump-start charging connection when the modulated voltage signal matches the expected voltage, wherein the identified device is a 240 V AC auxiliary device and wherein the discharge of electrical power from the RESS (12) to the identified device occurs via the jump-start charging connection when the modulated voltage signal matches the expected voltage, further comprising: monitoring a current state of charge, SOC, of ​​the RESS (12) via the controller (50);and automatic interruption of the electrical power delivery from the RESS (12) to the identified device when the current SOC is below a SOC threshold, wherein the host system (10) is a host vehicle, the RESS comprises a high-voltage traction battery pack of the host vehicle, and the AC charging input (20) is an EVSE charging input, and wherein the current SOC is a current SOC of the traction battery pack, further comprising: determining, via the controller (50), a distance between the host vehicle (10) and a nearest charging station or destination; and automatically adjusting the SOC threshold based on the distance and the current SOC.

An electric vehicle V2G operating apparatus and an electric vehicle V2G operating method are disclosed. The electric vehicle V2G operating apparatus includes a communication unit configured to receive information about a power load at every hour from a server. The apparatus further includes an SOC measuring unit configured to measure a state of charge (SOC) of the battery pack. The apparatus further includes a V2G operating unit configured to operate a vehicle to grid (V2G) based on information about a power load at every hour and SOC information of the battery pack.

A method of operating an electric vehicle charging apparatus for a vehicle to grid interface comprising a first full bridge converter configured to convert a grid supply to a DC link and a primary full bridge converter connected to the DC link and configured to provide an output alternating current for use in vehicle charging. The method includes detecting a charging power requirement for a vehicle; determining a required voltage for the DC link to enable the converter to supply power for satisfying the charging power requirement when operating at full duty cycle; operating the primary full bridge converter at full duty cycle; controlling the voltage of the DC link to the required voltage.

Operation of an electric vehicle (EV) is monitored and controlled to enable operation in a vehicle to grid (V2G) configuration. During bidirectional power transfer, energy stored in batteries onboard the electric vehicle can be transferred to the grid. During a period of high energy input into the grid, e.g., energy sourced from wind turbines / solar, the energy can be stored in the onboard batteries. During low energy input, the energy stored in the batteries can be transferred to the grid. V2G operation is conducted in accordance with a grid code(s) implemented at the grid. Grid codes can be forwarded from respective grid operators to a central system (remotely located from the EV), and subsequently forwarded for implementation to the EV. Based on EV location, the central system can control which grid code is forwarded to the EV and also whether the EV can perform V2G operation(s).

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid, e.g., via an electric vehicle supply equipment (EVSE) / wallbox. Location codes can be utilized to confirm the EV is able to perform a V2G operation at the EVSE. In the event of a location code of the EVSE matches a location code stored at the EV, the V2G operation can be performed. Communication(s) between the EV and the EVSE can be in compliance with (ISO) 15118-20 and can further comprise a ServiceDetailResponse message. A location code(s) can be is a SubDivision code generated in compliance with ISO 3166-2, and defining the location of the EVSE.

Disclosed is a method for scheduling charging and discharging. The method includes: obtaining vehicle information about multiple electric vehicles, which includes departure time and state of charging with each electric vehicle corresponding to a charge-discharge device; obtaining system information which includes a grid-to-vehicle profit, a vehicle-to-grid profit, and a vehicle-to-vehicle profit; establishing a fitness function according to the vehicle information and the system information; executing a bio-inspired algorithm to determine a charge-discharge operation for each electric vehicle on the corresponding charge-discharge device at each time interval according to the fitness function; and applying the corresponding charge-discharge operation to the corresponding electric vehicle by the charge-discharge devices.

The described technology is generally directed towards implementation of an electric vehicle (EV) as an energy generator for a vehicle to grid (V2G) power discharge operation. Energy available at a battery onboard the EV can be discharged to an electrical grid operated by a distribution system operator (DSO), e.g., via an electric vehicle supply equipment (EVSE) / wallbox. A control signal can be received at the EV from a remotely located system. The control signal can be an instruction to reduce power discharge of a V2G operation to zero watts. Communications with the EV can be in accord with ISO 15118-2, ISO 15118-20, etc. The control signal can be received via hardware configured to connect the EV with the EVSE, whereby the hardware is configured per IEC 61851, IEC 61851-1, etc. The control signal can be a digital signal.

Disclosed herein is a system for wireless power transmission (WPT) inductive charging batteries of an electric vehicle (EV) while parked in an automated parking garage, the system including primary coils and secondary coils. The primary coils are permanently attached to structural elements that define each of the parking spaces in the garage to which electricity is transferred from the grid. In non-pallet garages secondary coils are temporarily attached to the exterior of each EV that has to be charged by the system. In pallet garages the secondary coil is permanently attached to each pallet in the system during the initial installation of the system in the garage. In embodiments of the system the same supporting electronics are used for several primary coils. Embodiments of the system are configured to allow bi-directional, i.e. grid to vehicle (G2V) and vehicle to grid (V2G), transfer of power.

An on-board charger for an electric vehicle includes a vehicle port configured to be connected to an external charger comprising a first relay located on an internal first power supply path, a power converter, a second relay located on a second power supply path between the vehicle port and the power converter, and a controller configured to turn off the first relay and the second relay in response to triggering a vehicle-to-grid (V2G) protection operation based on power-related parameters.

A collaborative optimization method for the operation of a private charging pile sharing model and vehicle-to-grid coordination includes: building a private charging pile sharing network through a digital platform and opening up idle charging piles to other car owners. Based on the charging needs of electric vehicles and the spatiotemporal distribution of charging piles, a scheduling strategy is used to achieve precise matching of vehicles and charging piles, thereby improving resource utilization. Combined with vehicle-to-grid technology, electric vehicles reverse power during peak grid load periods to optimize grid load balance. A multi-objective robust optimization model is constructed, taking into account uncertainty information, low-carbon management, and demand response strategies to comprehensively optimize economic benefits, environmental benefits, and grid stability. The model is linearized and converted into a mixed integer programming model to improve solution efficiency. Using real data, the feasibility and optimization effect of the model are verified, providing decision support for actual operations and offering innovative solutions to address the shortage of public charging facilities, alleviate grid pressure, and promote low-carbon development.

An approach for controlling operation of an electrically symmetrical electric power circuit is described herein to reduce common mode leakage currents. The approach can include, for example, a controller circuit configured to control a plurality of switches of the electrically symmetrical electric power circuit, such that one or more electrically symmetrical pairs of switches of the plurality of switches are operated at a same operational state when the power circuit is coupled to an electrical grid to reduce the common mode leakage current. A variant is also described that is adapted for current ripple and overall THD distortion reduction, which can be useful for vehicle to grid power transfer situations.

A vehicular electricity generating canopy appliance includes a rectangular framework forming a vehicular chassis with solar panels, support apparatus for repositioning panels, auxiliary wheels, a trailer dolly for towing, and an electrical system connected to an inverter supporting optional Vehicle to Grid (V2G) operations. The vehicular canopy is designed to be movable and storable to protect the panels during adverse weather conditions.

The invention discloses a battery-replaceable modular energy storage system of a new energy automobile, a network and a scheduling method. The system comprises a shell, a supplementary power generation module, a modular battery bin assembly, a vehicle-mounted controller and a lossless mounting mechanism, wherein the modular battery bin assembly and the vehicle-mounted controller are arranged in the shell; the vehicle-mounted controller is provided with an external charging interface and is electrically connected with the supplementary power generation module and the modular battery compartment assembly; the lossless mounting mechanism is arranged at the bottom of the shell and is used for mounting the whole system on the new energy automobile; the modularized battery compartment assembly comprises a battery compartment box body fixed in the shell and a plurality of standardized battery units which can be independently plugged and unplugged; and a guide limiting groove and a composite electric connector which correspond to each standardized battery unit are arranged in the battery compartment box body. According to the invention, mode upgrading from fixed energy complementation to networked flexible battery replacement can be realized, and a complete system-level solution is provided for innovative business modes such as battery leasing, capacity subscription and vehicle-to-power grid.

This invention discloses an energy management method for charging stations in transportation hub parking lots based on hierarchical reinforcement learning, relating to the fields of smart grid and electric vehicle charging control technology. The method includes constructing a hierarchical control model architecture and dividing vehicles into multiple groups based on urgency. Upper-layer agents output recommended power for each group based on the overall load status of the parking lot and the characteristics of each group, using a flexible actor-critic algorithm. Lower-layer electric vehicle agents use the upper-layer recommended power as part of their state, combining their own state and real-time electricity price to output the charging and discharging power of specific vehicles. A multi-objective reward function incorporating electricity cost, range anxiety, and battery loss is constructed for network training. This invention solves the curse of dimensionality problem under large-scale electric vehicle access, balancing user cost, charging satisfaction, and battery health. It also considers the vehicle-to-grid model, improving voltage fluctuations by allowing electric vehicles to discharge during peak grid demand.