CN113352937A - Electric automobile charging and discharging control method based on V2G charging system - Google Patents

Electric automobile charging and discharging control method based on V2G charging system Download PDF

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CN113352937A
CN113352937A CN202110614941.4A CN202110614941A CN113352937A CN 113352937 A CN113352937 A CN 113352937A CN 202110614941 A CN202110614941 A CN 202110614941A CN 113352937 A CN113352937 A CN 113352937A
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battery
charging
current
time
charge
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CN113352937B (en
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贾俊国
彭晓峰
王明才
张珂宸
李悦
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State Grid Smart Energy Traffic Technology Innovation Center Suzhou Co ltd
State Grid Electric Vehicle Service Co Ltd
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State Grid Smart Energy Traffic Technology Innovation Center Suzhou Co ltd
State Grid Electric Vehicle Service Co Ltd
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Priority to PCT/CN2022/092140 priority patent/WO2022252940A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/00714—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
    • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
    • H02J7/007194—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature of the battery
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Secondary Cells (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a charging and discharging control method of an electric automobile battery based on V2G charging equipment, which comprises the following steps: acquiring the current charge and discharge state, the charge state, the open-circuit voltage, the test temperature, the charge and discharge time of the battery of the electric automobile and the charge current and the discharge current after system optimization; on the basis of thermodynamic equation, carrying out 0-t on load current I of batterynIntegrating the time to obtain an energy exchange change equation of the time period, and respectively setting the charging current and the discharging current after system optimization as the minimum allowable charging current I of the batterychMaximum allowable discharge current IdchCalculating the elapsed time 0-tnOf the battery after charging and dischargingTemperature T (T)n) (ii) a Obtaining battery temperature optimization error Tero(ii) a Calculating to obtain the optimal state of charge (SOC)optm(ii) a Calculated to obtain at time t0‑tnOptimum charging and discharging current I of internal batteryoptm(ii) a Along with the change of the temperature, the charging and discharging current of the battery of the electric automobile is adjusted in real time, so that the battery always keeps the critical temperature TlimAnd the magnitude of the charging and discharging current is in IchAnd IdchIn the meantime.

Description

Electric automobile charging and discharging control method based on V2G charging system
Technical Field
The invention relates to the technical field of electric vehicle charging and discharging, in particular to a charging and discharging control method of an electric vehicle based on a V2G charging system.
Background
The power battery energy storage system is a core component of the electric automobile, the service life of the lithium ion power battery is influenced by a charging method and a charging environment, and the proper charging mode can improve the battery capacity, improve the battery performance and prolong the battery life; on the contrary, improper charging method not only prolongs the charging time and reduces the charging capacity, but also may damage the internal material of the battery, resulting in problems of reduced battery charging performance and shortened life span. The popularization and application of the V2G potentially increase the cycle number of the battery, and increase the characteristics of dynamic property and uncertainty of the original static service life due to the performance index of the charging number.
However, the power control of the current V2G charging device only aims at the optimization of economic level, and the loss of the battery performance and the service life caused by improper charging and discharging current is not concerned. And the V2G charging device treats the battery temperature parameter as the setting value of the charging safety protection only. However, during the charging and discharging processes, the open-circuit voltage and polarization internal resistance of the battery at different SOC stages generate heat in response to the current to affect the battery temperature, and the higher the battery temperature rise accelerates the aging degree of the positive electrode material. Therefore, the development of a charge-discharge optimization control technology with high comprehensive energy efficiency and strong environmental adaptability is a key technical path for fundamentally solving the adverse factors of difficult popularization, limited use environment and the like in the popularization and development processes of the V2G technology.
Disclosure of Invention
In view of the above analysis, the present invention provides a method for controlling charging and discharging of an electric vehicle battery based on a V2G charging system to solve the deficiencies of the prior art.
The invention is mainly realized by the following technical scheme:
a charging and discharging control method for an electric vehicle battery based on a V2G charging system comprises the following steps:
acquiring the current charge-discharge state, the charge state, the open-circuit voltage, the test temperature, the charge-discharge time of the battery and the charge current and the discharge current after system optimization of the electric vehicle battery in the V2G charging system;
on the basis of a thermodynamic equation representing the charging and discharging processes of the battery, the load current I of the battery is subjected to 0-tnIntegrating the time to obtain an energy exchange change equation of the time period, and setting the charging current after system optimization as the minimum allowable charging current I of the batterychSetting the optimized discharge current as the maximum allowable discharge current IdchAnd is combined withch、IdchSubstituting into energy exchange variation equation to obtain elapsed duration 0-tnTemperature T (T) of battery after charging and dischargingn)；
According to T (T)n) And critical temperature T of the batterylimObtaining the battery temperature optimization error Tero；
Will TeroSubstituting the battery capacity attenuation rate function related to the temperature to calculate the optimal SOCoptm；
According to SOCoptmAnd SOC at initial charge-discharge time0Time t of initial charging and discharging time0Time t of charge/discharge termination timenCalculated to obtain at time t0-tnOptimum charging and discharging current I of internal batteryoptm；
Adjusting batteries of electric vehicles in real time with temperature changeCharging and discharging current to maintain the battery at critical temperature TlimAnd the magnitude of the charging and discharging current is in IchAnd IdchIn the meantime.
Further, the thermodynamic equation is:
Figure BDA0003097004680000021
wherein, CTThe constant pressure specific heat capacity of the battery;
Figure BDA0003097004680000025
is the rate of change of the battery temperature; i is the battery load current; e0An open circuit voltage for the battery; e is the battery terminal voltage; t (0) is the battery temperature at the current moment;
Figure BDA0003097004680000026
is the entropy thermal coefficient of the cell; keffIs the thermal conductivity between the battery and the environment; t isaIs ambient temperature;
the energy exchange change equation is as follows:
Figure BDA0003097004680000022
Figure BDA0003097004680000023
Figure BDA0003097004680000024
will Ich、IdchSubstituting the formulas (3) and (4) into the formula 2 to calculate T (T)n)；
Wherein, tnThe duration of charging and discharging of the battery; rrOhmic internal resistance of the battery; rpPolarizing internal resistance of the battery; t is the charge-discharge time of the battery; τ is a time constant; u shapep(0) The corresponding polarization voltage of the battery at the current moment.
Further, the critical temperature TlimThe calculation formula is as follows:
Figure BDA0003097004680000031
the values of the parameters b1, b2, b3 and b4 are obtained by fitting data of battery cycle life tests at different temperatures by a battery manufacturer;
the T iseroThe calculation formula of (2) is as follows:
Tero＝T(tn)-Tlim (6)。
further, when T isacc(Tero)·SOCaccSOC obtained when 1 (7)accNamely is SOCoptm；
Wherein, TaccThe temperature acceleration factor of the battery in the current state; SOCaccAcceleration factor, SOC, for battery cycle initiation state of charge versus capacity fadeoptmIs the optimum state of charge.
Further, the IoptmThe calculation formula of (2) is as follows:
Figure BDA0003097004680000032
therein, SOC0The charge state of the battery at the initial charge-discharge moment; t is t0Is the time of the initial charge and discharge moment of the battery.
Compared with the prior art, the technical scheme of the invention has the beneficial effects that:
the invention provides a charging and discharging control method of an electric vehicle battery based on a V2G charging system, which continuously adjusts the charging and discharging current of the battery to the optimal charging and discharging current along with the temperature of the battery, reduces the service life of the battery to the minimum extent, controls the charging and discharging current in the V2G charging system in a mode of small battery capacity attenuation rate, and is suitable for each V2G charging system.
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In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic flow chart of a method for controlling charging and discharging of an electric vehicle battery based on a V2G charging system provided by the invention.
Detailed Description
In order that those skilled in the art will better understand the invention and thus more clearly define the scope of the invention as claimed, it is described in detail below with respect to certain specific embodiments thereof. It should be noted that the following is only a few embodiments of the present invention, and the specific direct description of the related structures is only for the convenience of understanding the present invention, and the specific features do not of course directly limit the scope of the present invention. Such alterations and modifications as are made obvious by those skilled in the art and guided by the teachings herein are intended to be within the scope of the invention as claimed.
The invention is further described with reference to the following figures and specific examples.
As shown in fig. 1, a method for controlling charging and discharging of an electric vehicle battery based on a V2G charging system includes the following steps:
acquiring the current charge-discharge state, the charge state, the open-circuit voltage, the test temperature, the charge-discharge time of the battery and the charge current and the discharge current after system optimization of the electric vehicle battery in the V2G charging system;
on the basis of a thermodynamic equation representing the charging and discharging processes of the battery, the load current I of the battery is subjected to 0-tnIntegrating the time to obtain an energy exchange change equation of the time period, and setting the charging current after system optimization as the minimum allowable charging current I of the batterychAfter system optimizationThe discharge current is set to the maximum allowable discharge current IdchAnd is combined withch、IdchSubstituting into energy exchange variation equation to obtain elapsed duration 0-tnTemperature T (T) of battery after charging and dischargingn)；
According to T (T)n) And critical temperature T of the batterylimObtaining the battery temperature optimization error Tero；
Will TeroSubstituting the battery capacity attenuation rate function related to the temperature to calculate the optimal SOCoptm；
According to SOCoptmAnd SOC at initial charge-discharge time0Time t of initial charging and discharging time0Time t of charge/discharge termination timenCalculated to obtain at time t0-tnOptimum charging and discharging current I of internal batteryoptm；
With the change of the temperature, the charging and discharging current of the battery of the electric automobile is adjusted in real time, so that the battery is always kept at the critical temperature TlimAnd the magnitude of the charging and discharging current is in IchAnd IdchIn the meantime.
Specifically, charging equipment in the V2G charging system receives battery state information and an optimized scheduling result from a microgrid energy scheduling platform to obtain required parameter information of each item, wherein the charging equipment is a charging pile, and the microgrid energy scheduling platform is an upper computer.
In order to protect the safety and efficiency of the battery, the battery is recommended to work in a specified voltage range, so that the service efficiency and safety of the battery can be effectively improved. Under the action of charge and discharge current, the voltage of a circuit end of the battery can change, only the constraint of single voltage is considered in the process, the charge and discharge current of the battery can be regarded as a constant value, and the voltage in the battery has polarization action with stable trend. The energy of the battery is conserved in the charging and discharging process, part of the heat generated by the battery is transferred to the surrounding air or taken away by the cooling liquid in the form of convection heat dissipation, and the heat which cannot be dissipated is converted into the temperature rise of the battery.
Preferably, the thermodynamic equation is:
Figure BDA0003097004680000051
wherein, CTThe constant pressure specific heat capacity of the battery;
Figure BDA0003097004680000055
is the rate of change of the battery temperature; i is the battery load current; e0An open circuit voltage for the battery; e is the battery terminal voltage; t (0) is the battery temperature at the current moment;
Figure BDA0003097004680000056
is the entropy thermal coefficient of the cell; keffIs the thermal conductivity between the battery and the environment; t isaIs ambient temperature.
Specifically, the constant-pressure specific heat capacity C of the batteryTWhere m is the battery mass and C is the battery heat capacity. The heating loss caused by the battery load current I consists of ohmic heat loss and polarization heat loss, i.e. I2R＝I2Rr+I2Rp，RrOhmic internal resistance of the battery; rpFor polarizing internal resistance of the cell, UpIs the corresponding polarization voltage of the battery, and Up＝I·Rp。
During the continuous charging and discharging process of the battery, the temperature can be approximately considered to be linearly increased, the temperature increasing process is approximately replaced by the average temperature of the whole process, and the duration time t is passednAfter charging and discharging, the temperature of the battery becomes T (T)n)。
At time 0-t to load current InIntegrating the time to obtain an energy exchange change equation as follows:
Figure BDA0003097004680000052
wherein the content of the first and second substances,
Figure BDA0003097004680000053
Figure BDA0003097004680000054
will Ich、IdchSubstituting the formulas (3) and (4) into the formula 2 to calculate T (T)n)；
Wherein, tnThe time is the time of the charge and discharge termination time of the battery; t is the charge-discharge time of the battery; τ is a time constant; u shapep(0) The polarization voltage corresponding to the current time.
Charge and discharge quantity E of power batterybExhibits a linear relationship with the battery capacity fade rate Δ SOH,
the formula is as follows:
ΔSOH＝r(T)·Eb(DOD) (9)；
Eb(DOD)＝NB|DOD·Crate·DOD (10)；
r(T)＝a1(T)·exp[a2(T)·Irate] (11)；
coefficient a at different temperatures T1、a2The following conditions are satisfied:
a1(T)＝b1·T2+b2·T+b3 (12)；
a2(T)＝b4·T+b5 (13)；
wherein, r (T) is the influence coefficient of different charge and discharge multiplying powers on the circulation capacity of the power battery monomer; eb(DOD) is the rated discharge capacity of each group of power batteries at different DOD discharge depths; n is a radical ofB|DODThe maximum cycle number of the battery when the discharge depth is DOD is in approximate inverse function relation; crateIs the rated capacity of the battery; DOD is the depth of discharge; r is the influence coefficient of discharge multiplying power on the cycle capacity of the battery; a is1(T)、a2(T) is a constant coefficient; i israteIs the charge-discharge rate expressed in the rated capacity of the battery; parameters b1, b2, b3, b4, b5, according to the battery manufacturer, at different temperatures, the cycle life of the battery is testedFitting the tested data;
the relationship between the temperature T and the rate of change in battery life SOH is as follows:
Figure BDA0003097004680000061
since the battery SOH change rate cannot be negative, theoretically true and only true
Figure BDA0003097004680000062
At this time, the SOH does not change, and the current temperature is the critical temperature Tlim。
The T iseroThe calculation formula of (2) is as follows:
Tero＝T(tn)-Tlim (6)；
wherein, TlimIs the critical temperature.
After the battery is subjected to N cycles, the loss of lithium ions and the aging of an electrode structure cause the attenuation of the battery capacity, and a function model of the battery capacity change delta Q and the battery charge-discharge cycle number N is established as follows:
ΔQ＝c0+c1·N (15)；
wherein, c0 Is composed ofA constant; if Δ Q represents the remaining capacity after battery decay, c0Is 1, if Δ Q represents the relative magnitude of the battery capacity fade, c0Is 0; c. C1Is a model coefficient c under a certain fixed condition1_refAs reference values, the reference values of the acceleration factors corresponding to the temperature, the initial state of charge and the depth of discharge of the battery are respectively Tref、SOCrefAnd Δ DODref. Wherein the model coefficient c1_refThe method is common data known in the industry and can be directly obtained by referring to the existing literature in the industry.
Model coefficient c is measured under arbitrarily fixed T, SOC and Δ DOD conditions of use1_refAnd caccSubstituting into equation 15, the cell fade results are as follows;
ΔQ＝c0+c1_ref·cacc·N (16)；
cacc＝Tacc·SOCacc·ΔDODacc (17)；
Figure BDA0003097004680000071
Figure BDA0003097004680000072
Figure BDA0003097004680000073
wherein, caccThe attenuation degree of the battery in the current state is relative to the speed of a reference attenuation model; t isaccThe temperature acceleration factor of the battery in the current state; SOCaccAn acceleration factor for the battery cycle initial state of charge versus capacity fade; delta DODaccAn accelerated change value of the decay of the battery life for the change in depth of discharge; eaIs the activation energy of the battery; r is a molar gas constant; t (t) is the battery temperature at time t; t isrefAn acceleration factor reference value that is a battery temperature; f is a Faraday constant; SOC (t) is the state of charge of the battery at time t; SOCrefAn acceleration factor reference value for the state of charge of the battery; Δ dod (t) is a depth of discharge variation value at time t; delta DODrefIs an acceleration factor reference value of the discharge depth change; alpha and beta are acceleration model parameters related to the change of the charge state of the battery, and are only related to the type of the battery material;
the relationship between the battery capacity fade Δ Q and the change in temperature T is derived as follows:
Figure BDA0003097004680000081
c′acc＝Tacc(ΔT)·SOCacc·ΔDODacc (22)；
when T isacc(Tero)·SOCaccSOC obtained when 1 (7)accNamely is SOCoptm；
Wherein (Δ T) is Tero；SOCoptmIs the optimum state of charge.
Specifically, since the scheduling time of each system is shorter than the cycle time N of the normal use of the battery, it is considered that N remains unchanged and the change in the depth of discharge DOD also remains unchanged.
Said IoptmThe calculation formula of (2) is as follows:
Figure BDA0003097004680000082
therein, SOC0Is the state of charge, t, of the electric vehicle at the initial moment of charging and discharging0Is the time of the initial charge and discharge moment of the battery.
And controlling the charging and discharging current of the V2G charging equipment in a mode of small battery capacity attenuation rate according to the temperature maintaining stability of the thermal effect on the battery.
The above description is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may occur to those skilled in the art without departing from the principle of the invention, and are considered to be within the scope of the invention.

Claims (5)

1. A charging and discharging control method for an electric vehicle battery based on a V2G charging system is characterized by comprising the following steps:
acquiring the current charge-discharge state, the charge state, the open-circuit voltage, the test temperature, the charge-discharge time of the battery and the charge current and the discharge current after system optimization of the electric vehicle battery in the V2G charging system;
in indicating the charging and discharging process of the batteryOn the basis of thermodynamic equation, carrying out 0-t on load current I of batterynIntegrating the time to obtain an energy exchange change equation of the time period, and setting the charging current after system optimization as the minimum allowable charging current I of the batterychSetting the optimized discharge current as the maximum allowable discharge current IdchAnd is combined withch、IdchSubstituting into energy exchange variation equation to obtain elapsed duration 0-tnTemperature T (T) of battery after charging and dischargingn)；
According to T (T)n) And critical temperature T of the batterylimObtaining the battery temperature optimization error Tero；
Will TeroSubstituting the battery capacity attenuation rate function related to the temperature to calculate the optimal SOCoptm；
According to SOCoptmAnd SOC at initial charge-discharge time0Time t of initial charging and discharging time0Time t of charge/discharge termination timenCalculated to obtain at time t0-tnOptimum charging and discharging current I of internal batteryoptm；
With the change of the temperature, the charging and discharging current of the battery of the electric automobile is adjusted in real time, so that the battery is always kept at the critical temperature TlimAnd the magnitude of the charging and discharging current is in IchAnd IdchIn the meantime.
2. The method for controlling the charging and discharging of the battery of the electric vehicle based on the V2G charging system according to claim 1,
the thermodynamic equation is:
Figure FDA0003097004670000011
wherein, CTThe constant pressure specific heat capacity of the battery;
Figure FDA0003097004670000012
as the rate of change of the temperature of the battery(ii) a I is the battery load current; e0An open circuit voltage for the battery; e is the battery terminal voltage; t (0) is the battery temperature at the current moment;
Figure FDA0003097004670000013
is the entropy thermal coefficient of the cell; keffIs the thermal conductivity between the battery and the environment; t isaIs ambient temperature;
the energy exchange change equation is as follows:
Figure FDA0003097004670000014
Figure FDA0003097004670000021
Figure FDA0003097004670000022
will Ich、IdchSubstituting the formulas (3) and (4) into the formula 2 to calculate T (T)n)；
Wherein, tnThe time is the time of the charge and discharge termination time of the battery; rrOhmic internal resistance of the battery; rpPolarizing internal resistance of the battery; t is the charge-discharge time of the battery; τ is a time constant; u shapep(0) The corresponding polarization voltage of the battery at the current moment.
3. The method for controlling the charging and discharging of the battery of the electric vehicle based on the V2G charging system according to claim 2,
the critical temperature TlimThe calculation formula is as follows:
Figure FDA0003097004670000023
the values of the parameters b1, b2, b3 and b4 are obtained by fitting data of battery cycle life tests at different temperatures by a battery manufacturer;
the T iseroThe calculation formula of (2) is as follows:
Tero＝T(tn)-Tlim (6)。
4. the method for controlling the charging and discharging of the battery of the electric vehicle based on the V2G charging system according to claim 3,
when T isacc(Tero)·SOCaccSOC obtained when 1 (7)accNamely is SOCoptm；
Wherein, TaccThe temperature acceleration factor of the battery in the current state; SOCaccAcceleration factor, SOC, for battery cycle initiation state of charge versus capacity fadeoptmIs the optimum state of charge.
5. The method for controlling the charging and discharging of the battery of the electric vehicle based on the V2G charging system according to claim 4,
said IoptmThe calculation formula of (2) is as follows:
Figure FDA0003097004670000024
therein, SOC0The charge state of the battery at the initial charge-discharge moment; t is t0Is the time of the initial charge and discharge moment of the battery.
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PCT/CN2022/092140 WO2022252940A1 (en) 2021-06-02 2022-05-11 Electric vehicle charging and discharging control method based on v2g charging system

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