CN115122972B - Charging system and charging and discharging control method based on common direct current bus - Google Patents

Charging system and charging and discharging control method based on common direct current bus Download PDF

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Publication number
CN115122972B
CN115122972B CN202210314187.7A CN202210314187A CN115122972B CN 115122972 B CN115122972 B CN 115122972B CN 202210314187 A CN202210314187 A CN 202210314187A CN 115122972 B CN115122972 B CN 115122972B
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charging
power
electric automobile
time
current bus
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CN115122972A (en
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付强
于红
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Beijing Qiwen New Energy Technology Co ltd
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Beijing Qiwen New Energy Technology Co ltd
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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • 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
    • 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
    • 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
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • 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
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The invention discloses a charging system and a control method based on a common direct current bus. The charging system of the electric automobile based on the common direct current bus comprises a plurality of charging piles, the direct current bus, a network side converter device and a charging control center; the charging pile is used for collecting charging parameters of the electric automobile, charging the battery of the electric automobile or receiving the battery discharge of the electric automobile; the grid-side converter is connected between the direct-current bus and the power grid, the plurality of charging piles are respectively connected with the direct-current bus, and the grid-side converter is used for realizing alternating-current and direct-current conversion between the direct-current bus and the power grid; and the charging control center is respectively in communication connection with the plurality of charging piles and the network side converter device and is used for adjusting the output power or the input power of the charging piles to the electric automobile according to the charging parameters and the real-time voltage of the direct current bus. The scheme can improve the stability and the charging speed of the charging power.

Description

Charging system and charging and discharging control method based on common direct current bus
Technical Field
The embodiment of the invention relates to the automobile charging technology, in particular to a charging system and a charging and discharging control method based on a public direct current bus.
Background
With the promotion of climate change and green development policy, the number of Electric Vehicles (EVs) in China is increased in the process of achieving the double-carbon goal. The deep integration of new energy automobiles with energy and information industries is promoted, and the deep integration of new energy automobiles with energy and information industries is one of the important development directions of automobile manufacturing industries in China.
The construction and development of charging piles are the key of electric automobile development, and although the construction of electric automobile charging basic equipment in China has been comprehensively spread, a plurality of problems still exist. Because the maximum charging power of the direct current charging pile is limited by the capacity of the charging station, when the charged EV is too much, the output power of the direct current charging pile is limited in order to avoid the capacity of the charging station from exceeding the limit, and therefore the quick charging effect is influenced. Meanwhile, the existing direct current charging pile adopts a double-module mode of an AC/DC module and a DC/DC module, the direct current charging power is limited by the AC/DC module, and when a plurality of EVs are charged simultaneously, the power output of a direct current charging station is unstable. The above problems restrict the healthy development of EVs, and if the charging problem cannot be dealt with, the consumer's motivation to purchase electric vehicles will decrease.
Disclosure of Invention
The invention provides a charging system and a charging and discharging control method based on a common direct current bus, which aim to improve the stability of charging power and the charging speed.
In a first aspect, an embodiment of the present invention provides a charging system for an electric vehicle based on a common dc bus, where the charging system for an electric vehicle includes a plurality of charging piles, a dc bus, a grid-side converter device, and a charging control center;
the charging pile is used for collecting charging parameters of the electric automobile, charging the battery of the electric automobile or receiving the battery discharge of the electric automobile;
the grid-side converter device is connected between the direct-current bus and a power grid, the charging piles are respectively connected with the direct-current bus, and the grid-side converter device is used for realizing alternating-current and direct-current conversion between the direct-current bus and the power grid;
the charging control center is respectively in communication connection with the plurality of charging piles and the network side converter device, and is used for adjusting the charging power of the charging piles to the electric automobile according to the charging parameters and the total real-time charging power of all the charging piles, and controlling the discharging power of the charging piles to the electric automobile according to a scheduling command, wherein the discharging power is the power of the electric automobile discharging the charging piles.
Optionally, the charging system of the electric vehicle further includes: the energy storage module is connected with the direct current bus and is also in communication connection with the charging control center;
and the charging control center is also used for adjusting the output power or the input power of the energy storage module to the direct current bus according to the real-time charging total power of all the charging piles.
Optionally, the energy storage module comprises at least one of a flywheel energy storage device, an energy storage battery, a super capacitor and a light storage integrated device.
Optionally, the grid-side deflector comprises: the control unit comprises a signal input end and a signal output end, the signal input end is connected with the charging control center, and the control unit is used for generating a control command according to a control signal of the charging control center and outputting the control command through the signal output end.
Optionally, the grid-side deflector comprises: the bidirectional converter unit comprises an alternating current end, a direct current end and a control end, the alternating current end of the bidirectional converter unit is connected with the power grid, the direct current end of the bidirectional converter unit is connected with the direct current bus, the control end of the bidirectional converter unit is connected with the signal output end of the control unit, and the bidirectional converter unit is used for adjusting the flow direction of active power, the output voltage value, the output frequency value, the active power value and the reactive power value according to the control instruction.
In a second aspect, an embodiment of the present invention further provides a method for controlling charging and discharging of an electric vehicle based on a common dc bus, which may be applied to any charging system of the electric vehicle in the first aspect. The control method for charging and discharging of the electric automobile comprises the following steps:
acquiring charging parameters of a plurality of electric vehicles connected with the charging pile; respectively establishing a charging and discharging boundary model corresponding to the electric automobile according to the charging parameters and the basic parameters of the charging pile;
acquiring the real-time charging total power of all the charging piles; and controlling each charging pile to charge the corresponding electric automobile according to the real-time charging total power and the charging and discharging boundary model.
Optionally, the charge-discharge boundary model includes an ideal maximum value of a state of charge, an ideal minimum value of the state of charge, a risk avoidance time, and a dynamic state of charge lower limit;
respectively establishing a charging and discharging boundary model corresponding to the electric automobile according to the charging parameters and the basic parameters of the charging pile, wherein the charging and discharging boundary model comprises the following steps:
determining an ideal maximum value of the state of charge of the electric automobile according to the maximum charging power of the charging pile;
determining an ideal minimum value of the state of charge of the electric vehicle according to the maximum discharge power of the charging pile;
calculating risk avoidance time of the electric automobile according to the departure time of the electric automobile, the state of charge of the electric automobile when the electric automobile leaves, the lower limit of the state of charge of the electric automobile, the maximum output power of a charging station, the charging and discharging efficiency of the charging pile, the battery capacity of the electric automobile and the real-time total number of the electric automobiles, wherein the risk avoidance time is the earliest time for converting the electric automobile from discharging to charging;
and determining the lower limit of the dynamic state of charge of each electric automobile according to the ideal maximum value of the electric automobile, the ideal minimum value of the electric automobile, the risk avoidance time of the electric automobile, the maximum output power of the charging station, the real-time charging quantity of the electric automobiles and the battery capacity of each electric automobile.
Optionally, controlling each charging pile to charge the corresponding electric vehicle according to the real-time charging total power and the charging and discharging boundary model includes:
judging the charging priority of the electric automobile in real time according to the dynamic state of charge lower limit and the risk avoidance time;
and setting charging power of each charging pile corresponding to the electric automobile according to the charging priority, wherein the charging power of the electric automobile with the higher priority is not lower than the charging power of the electric automobile with the lower priority, and the total real-time charging power is smaller than the rated power of the network side converter device.
Optionally, the control method for charging and discharging the electric vehicle further comprises:
and when a dispatching command is received, setting the charging of each charging pile for the electric automobile with the corresponding high-level charging priority according to the charging priority, and receiving the discharging of the electric automobile with the corresponding low-level charging priority.
Optionally, the method for controlling charging and discharging of an electric vehicle further includes:
under the condition that the real-time charging total power of all the charging piles is within a first preset range, controlling an energy storage module to obtain input power from the direct current bus to be greater than the output power of the energy storage module to the direct current bus;
and under the condition that the real-time charging total power of all the charging piles is within a second preset range, controlling the input power of the energy storage module obtained from the direct current bus to be smaller than the output power of the energy storage module to the direct current bus.
According to the charging system and the charging and discharging control method based on the public direct current bus, the charging pile can provide charging service for the electric automobile, the grid-side converter is connected between a power grid and the direct current bus, alternating current-direct current conversion, voltage stabilization and power stabilization of the direct current bus can be achieved, the charging control center can reasonably distribute power which can be provided by the direct current bus according to basic parameters of the charging pile and charging parameters of the electric automobile, reasonable distribution of power is achieved, a charging target can be finished before the automobile leaves, the charging speed of quick charging is guaranteed, the charging power cannot fluctuate due to insufficient bus power, and stability and charging speed of the charging power are improved.
Drawings
Fig. 1 is a schematic structural diagram of a charging system of an electric vehicle according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of another charging system for an electric vehicle according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of another charging system for an electric vehicle according to an embodiment of the present invention;
fig. 4 is a schematic diagram illustrating a control principle of a network-side converter apparatus according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a two-level bidirectional converter unit according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of a three-level bidirectional converter unit according to an embodiment of the present invention;
fig. 7 is a flowchart of a method for controlling charging and discharging of an electric vehicle according to an embodiment of the present invention;
fig. 8 is a schematic diagram of a charge-discharge boundary model according to an embodiment of the present invention;
fig. 9 is a flowchart illustrating a discharge control method according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
The embodiment of the invention provides a charging system of an electric automobile. Fig. 1 is a schematic structural diagram of a charging system of an electric vehicle according to an embodiment of the present invention, and referring to fig. 1, the charging system 100 of the electric vehicle includes: the charging system comprises a plurality of charging piles 101, a direct current bus 102, a network side converter device 103 and a charging control center 104; the charging pile 101 is used for acquiring charging parameters of the electric automobile, charging the battery of the electric automobile or receiving the battery discharge of the electric automobile; the grid-side converter device 103 is connected between the direct-current bus 102 and the power grid, the charging piles 101 are respectively connected with the direct-current bus 102, and the grid-side converter device 103 is used for realizing alternating-current and direct-current conversion between the direct-current bus 102 and the power grid; the charging control center 104 is respectively in communication connection with the plurality of charging piles 101 and the network side converter device 103, and is used for adjusting the charging power of the charging piles 101 to the electric vehicle according to the charging parameters and the total real-time charging power of all the charging piles 101, and controlling the discharging power of the charging piles 101 to the electric vehicle according to a scheduling command, wherein the discharging power is the power of the electric vehicle to discharge the charging piles 101.
Specifically, the charging pile 101 is a charging power supply of the electric vehicle, can be in communication connection with a vehicle-mounted control system of the electric vehicle through a charging gun, and can be in communication connection with a vehicle-mounted battery management system of the electric vehicle to collect charging parameters of the electric vehicle, wherein the charging parameters may include information such as an initial state of charge, arrival time, estimated departure time, and a state of charge required by a user of the battery. The charging pile 101 receives basic parameters of the charging pile 101 sent by the charging control center 104, the basic parameters of the charging pile 101 include a maximum charging power value and a minimum discharging power value, and in combination with the charging parameters output by the vehicle-mounted battery management system, the maximum output capacity information of the charging pile 101 can be calculated and sent to the battery energy management system of the electric vehicle, and the maximum output capacity information includes a highest output voltage, a lowest output voltage, a maximum output current, a minimum output current and the like. The charging piles 101 adjust the charging power provided for the electric vehicles according to the control of the charging control center 104, so that the total real-time charging power of all the charging piles 101 connected with the direct current bus 102 is smaller than the rated power of the grid-side converter device 103, and the adjustment of the charging power is enough to charge the batteries of the electric vehicles to be above the state of charge required by users before the predicted leaving time of each electric vehicle. When the charging control center 104 receives the scheduling command, the charging pile 101 can also convert the running state of the charging pile 101 from charging to discharging according to the control of the charging control center 104, and adjust the discharging power of the electric vehicle to the power grid, the adjustment of the discharging power by the charging control center 104 is set according to the charging parameters and the basic parameters of the charging pile 101, so that the charging pile 101 can charge the battery to the state of charge above the state of charge required by the user before the expected leaving time.
One end of the grid-side converter device 103 is connected with the power grid, the other end of the grid-side converter device is connected with the direct current bus 102, alternating current-to-alternating current conversion can be performed, grid connection of the charging system is achieved, the voltage of the direct current bus 102 is controlled to be stable, and reactive power input into the power grid is controlled to be within a preset range. The grid-side converter device 103 can adjust the reactive power of grid connection and the voltage value of the direct current bus 102 according to the control of the charging control center 104. The rated power of the grid-side converter device 103 is a fixed value, and the total real-time charging power of all the charging piles 101 needs to be lower than the fixed value. The charging control center 104 can set a charging priority for the electric vehicle according to the charging parameters of the electric vehicle connected in real time and the basic parameters of the corresponding charging pile 101, and allocate the charging power to the charging pile 101 corresponding to each electric vehicle according to the charging priority, so as to ensure that the total power does not exceed the limit and the electric vehicle can be charged quickly.
For example, the charging control center 104 may determine the charging priorities of all the electric vehicles in real time according to the real-time charging parameters of all the electric vehicles and the corresponding basic parameters of the charging piles 101. The charging priority is related to the current state of charge of the electric vehicle, the state of charge required by the user, the maximum output power of the corresponding charging pile 101, and the expected departure time. When there are few electric vehicles connected in the charging system 100 of the electric vehicle, the rated power of the grid-side converter 103 is sufficient to meet the fast charging requirements of all the electric vehicles, and at this time, the charging control center 104 may control all the charging piles 101 to charge the electric vehicles with the maximum charging power (the maximum charging power that the battery can bear is also determined according to the charging parameters of the electric vehicles). With the increase of the electric vehicles connected to the system, the rated power of the grid-side converter device 103 may be smaller than the sum of the maximum charging powers of all the operating charging piles 101. At this time, the charging control center 104 may reduce the output power of the electric vehicle with the low charging priority corresponding to the charging pile 101 according to the real-time charging priority, so as to ensure that the state of charge of the electric vehicle about to leave reaches the state of charge required by the user first. In addition, if the charging control center 104 receives the upper-level scheduling command, the charging pile 101 corresponding to the electric vehicle with the lower charging priority can be controlled to be switched from the charging mode to the discharging mode, the electric vehicle is received to discharge to the power grid to help the power grid to perform power regulation, and at this time, each electric vehicle can be regarded as an energy storage battery of the power grid to help the power grid to perform active and reactive power regulation.
The charging system based on the public direct current bus is provided with a plurality of charging piles, the direct current bus, a network side converter and a charging control center, the charging piles can provide charging service for electric automobiles, the network side converter is connected between a power grid and the direct current bus, alternating current-direct current conversion can be achieved, voltage stability and power stability of the direct current bus can be achieved, the charging control center can reasonably distribute power which can be provided by the power grid according to basic parameters of the charging piles and charging parameters of the electric automobiles, reasonable distribution of the power is achieved, a charging target can be completed before the automobiles leave, charging speed of quick charging is guaranteed, charging power of each charging pile cannot fluctuate due to insufficient rated power of the network side converter, and stability and charging speed of the charging power are improved.
Optionally, fig. 2 is a schematic structural diagram of another charging system for an electric vehicle according to an embodiment of the present invention, and referring to fig. 2, on the basis of the foregoing embodiment, the charging system 100 for an electric vehicle further includes: the energy storage module 201, the energy storage module 201 is connected with the direct current bus 102, and the energy storage module 201 is also connected with the charging control center 104 in a communication manner; the charging control center 104 is further configured to adjust output power or input power of the energy storage module 201 to the dc bus 102 according to the total real-time charging power of all the charging piles 101.
Specifically, the energy storage module 201 may store the electric energy transmitted on the dc bus 102 and output the electric energy to the dc bus 102, so as to adjust the power of the dc bus 102. The energy storage module 201 may include at least one of a flywheel energy storage device 202, an energy storage battery, a super capacitor, a wind energy storage integrated device, and a light energy storage integrated device 203. The charging control center 104 may increase the output power of the energy storage module 201 to the dc bus 102 and decrease the input power of the energy storage module 201 to the dc bus 102 under the condition that the total real-time charging power of all the charging piles 101 is within a second preset range, so that the input power of the energy storage module 201 obtained from the dc bus 102 is greater than the output power of the energy storage module 201 to the dc bus 102, so as to control the total real-time charging power of all the charging piles 101 not to exceed the rated power of the grid-side converter 103, and ensure the charging speed of the charging piles 101, where the second preset range may be greater than 90% of the rated power of the grid-side converter 103, and if the total real-time charging power of all the charging piles 101 is within the second preset range, it indicates that the power of the grid-side converter 103 is close to the out-of-limit, and at this time, other power supplies except for the charging piles 101 are required. The output power refers to the power of the energy storage module 201 outputting electric energy to the dc bus 102, and the input power refers to the power of the energy storage module 201 absorbing electric energy from the dc bus 102.
The charging system based on the public direct-current bus is further provided with an energy storage module, the energy storage module is connected with the direct-current bus, the output power and the output power of the energy storage module to the direct-current bus can be adjusted according to the control of a charging control center, the voltage adjustment and the power stabilization of the direct-current bus are achieved, the power of a grid-side converter device is prevented from exceeding the limit, and the reliability of the charging system of the electric automobile is improved.
Optionally, fig. 3 is a schematic structural diagram of another charging system of an electric vehicle according to an embodiment of the present invention, fig. 4 is a schematic structural diagram of a control principle of a grid-side converter device according to an embodiment of the present invention, fig. 5 is a schematic structural diagram of a two-level bidirectional converter unit according to an embodiment of the present invention, and referring to fig. 3, on the basis of the foregoing embodiment, the grid-side converter device 103 includes: the control unit 301 comprises a signal input end a and a signal output end b, the signal input end a is connected with the charging control center 104, and the control unit 301 is configured to generate a control command according to a control signal of the charging control center 104 and output the control command through the signal output end b. The bidirectional conversion unit 302 comprises an alternating current end d, a direct current end e and a control end c, the alternating current end d of the bidirectional conversion unit 302 is connected with a power grid, the direct current end e of the bidirectional conversion unit 302 is connected with the direct current bus 102, the control end c of the bidirectional conversion unit 302 is connected with the signal output end b of the control unit 301, and the bidirectional conversion unit 302 is used for adjusting the flow direction of active power, the output voltage value, the output frequency value, the active power value and the reactive power value according to a control command.
Specifically, the control unit 301 is a control center of the grid-side converter device 103, and may generate a pulse width modulation signal according to a control signal sent by the charging control center 104, and output the pulse width modulation signal to the bidirectional converter unit 302. The control signals may include a reference value for the dc bus 102 voltage, a reference value for the reactive power of the grid, a first control coefficient, a second control coefficient, a third control coefficient, and a fourth control coefficient. The control unit 301 is further connected to the dc bus 102 and the power grid, respectively, and can collect an actual voltage value of the dc bus 102 and an actual reactive power value of the power grid. With reference to FIG. 4, control unit 301The control method comprises the following steps: firstly, respectively calculating d-axis grid current reference values according to a first formula and a second formula
Figure SMS_2
And q-axis grid current reference
Figure SMS_4
The first formula is
Figure SMS_8
The second formula is
Figure SMS_3
Figure SMS_6
Wherein,
Figure SMS_9
u dc a reference voltage value and an actual measurement value of the dc bus 102,
Figure SMS_10
Q g respectively a reactive power reference value and an actual measured value of the injected power grid; k is a radical of p1 And k i1 Respectively a first control coefficient and a second control coefficient, the value range of which is 1<k p1 <10000，0.01<k i1 <10, the specific value needs to be set according to the control signal of the charging control center 104. Then, calculating the control quantity u of the d-axis grid voltage according to a third formula and a fourth formula dg And the control quantity u of the q-axis grid voltage qg . The third formula is
Figure SMS_1
The fourth formula is
Figure SMS_5
Wherein i dg And i qg The measured values are respectively the d and q axes of the grid current, omega s For the frequency of the mains voltage, L g For inductance values between the network and the network-side current-transforming devices, u s For the amplitude of the line voltage of the power grid, the three-phase voltage of the power grid passes through a software phase-locked loop SThe PLL can obtain the grid voltage frequency omega s And phase theta s ；k p2 、k i2 Respectively a third control coefficient and a fourth control coefficient, the value range of which is 1<k p2 <10000，0.01<k i2 <10, the specific value needs to be set according to the control signal of the charging control center 104. Finally, the control quantity u of the d-axis grid voltage obtained in the previous step dg And the control quantity u of the q-axis grid voltage qg Performing park transformation to obtain control signal u of three-phase voltage ag 、u bg And u cg . The fifth formula of the park transformation dq/abc is
Figure SMS_7
Control signal u of three-phase voltage ag 、 u bg And u cg Can be converted into a pulse width modulation signal and output to the bidirectional current transforming unit 302 through the signal output terminal b.
With reference to fig. 5, if the bidirectional converter unit 302 is a two-level topology structure, it may include 6 IGBT tubes, each phase includes an upper and a lower bridge arm formed by 2 IGBT tubes, a control end of the IGBT tube of the upper bridge arm of each phase is connected to the three-phase voltage control signal, and is subjected to isolation driving to obtain three corresponding pulse width modulation signals PWMa, PWMb, and PWMc, and control ends of 3 IGBT tubes of the lower bridge arm are respectively opposite to signals of the corresponding upper bridge arm, that is, inverse signals corresponding to PWMa, PWMb, and PWMc are adopted
Figure SMS_11
At this time, the ac terminal d is connected to the grid, and the dc terminal e has its positive and negative electrodes connected to the dc bus 102. With reference to fig. 6, the bidirectional converter unit 302 may also adopt a three-level topology, and at this time, the harmonic injected into the power grid is smaller, and the conversion efficiency is higher.
In the charging system based on the common dc bus provided in this embodiment, the grid-side converter device includes a control unit and a bidirectional converter unit, the control unit may generate a pulse width modulation signal by using a dual PI loop circulation process according to an actual voltage value, a current value, and a power value measured in real time and a control signal sent by an electric control center, and output the pulse width modulation signal to the bidirectional converter unit, and the bidirectional converter unit may implement decoupling control of active power and reactive power according to the pulse width modulation signal, thereby implementing grid connection of a power grid and a dc bus, stabilizing regulation of the voltage value and the reactive power of the dc bus, and improving stability of the power grid.
The embodiment of the invention also provides a control method for charging and discharging of the electric automobile, which is applied to the charging system of any electric automobile. Fig. 7 is a flowchart of a method for controlling charging and discharging of an electric vehicle according to an embodiment of the present invention, fig. 8 is a schematic diagram of a charging and discharging boundary model according to an embodiment of the present invention, and referring to fig. 7, the method for controlling charging and discharging of an electric vehicle includes:
and S701, acquiring charging parameters of a plurality of electric automobiles connected with the charging pile.
Specifically, the charging parameters of the electric vehicle may include information of an initial state of charge, an arrival time, a predicted departure time, and a state of charge required by a user of the battery, and may further include a maximum state of charge value and a minimum state of charge value of the battery. And meanwhile, basic information of the electric automobile corresponding to the charging pile is obtained, wherein the basic information of the charging pile comprises a charging power maximum value and a discharging power minimum value. And calculating the real-time charge state of the electric automobile according to the charging parameters of the electric automobile, the basic information of the corresponding charging pile and the real-time charging information.
And S702, respectively establishing a charging and discharging boundary model corresponding to the electric automobile according to the charging parameters and the basic parameters of the charging pile.
Specifically, in connection with fig. 8, the charge-discharge boundary model may include an ideal maximum value of state of charge, an ideal minimum value of state of charge, a risk avoidance time, and a dynamic state of charge lower limit. The ideal maximum value of the state of charge is the trend of the maximum state of charge that the electric vehicle battery can reach from the arrival time to the departure time if the charging pile only provides charging service for the electric vehicle. The ideal maximum value of the state of charge can be determined according to the initial state of charge of the battery and the maximum state of charge value SOC of the battery max Time of arrival t a Predicted departure time t d And calculating the maximum value of the charging power of the charging pile. The solid line in FIG. 8 is the coincidence of two linesAnd (4) part (a).
The ideal minimum value of the state of charge is the change trend of the minimum state of charge which can be reached by the electric automobile between the arrival time and the departure time under the condition that the charging pile receives the discharge of the electric automobile and the state of charge is not less than the state of charge required by a user before the electric automobile leaves. The desired minimum state of charge may be based on the initial state of charge e of the battery a Minimum state of charge (SOC) of battery min Maximum value and arrival time t of discharge power of charging pile a Predicted departure time t d And the state of charge e of the customer's demand n And (4) calculating.
The risk avoiding time is the earliest time for ensuring that the state of charge of the battery is not less than the state of charge required by a user when the user leaves, and the charging pile starts to charge the battery. If the discharging is changed into the charging before the risk avoiding time, the state of charge of the battery when the user leaves can be guaranteed to be not less than the state of charge required by the user. The risk avoiding time can be calculated by a sixth formula
Figure SMS_12
Wherein, t n For risk avoidance time, t d To predict departure time, e d For the expected state of charge at exit of the electric vehicle, the state of charge may be equal to the state of charge e demanded by the user n ，SOC min Is the minimum state of charge of the battery,
Figure SMS_13
is the rate of change of charging power during charging for risk avoidance,
Figure SMS_14
Figure SMS_15
the maximum power can be provided for the direct current bus, N is the real-time quantity of the electric automobiles connected with the electric automobile charging system, C k The battery capacity of the electric vehicle.
The lower limit of the dynamic state of charge is from the arrival time to the departure time according to the chargeThe charge state minimum value is determined by the quantity of the electric vehicles connected with the electric system in real time and the ideal minimum value of the charge state, wherein in the charging process, the charging power change rate of the lower limit of the dynamic charge state is obtained by calculation according to a seventh formula, and the seventh formula is
Figure SMS_16
Wherein,
Figure SMS_17
maximum power, N, that can be provided for a DC bus Kt The number of electric vehicles being charged.
For example, first, an ideal maximum value of the state of charge of the electric vehicle is determined according to the maximum charging power of the charging pile. Then, determining an ideal minimum value of the state of charge of the electric automobile according to the maximum discharge power of the charging pile; and calculating the risk avoiding time of the electric automobile according to the leaving time, the state of charge when the electric automobile leaves, the lower limit of the state of charge, the maximum output power of the charging station, the charging and discharging efficiency of the charging pile, the capacity of the battery and the real-time total number of the electric automobile, wherein the risk avoiding time is the earliest time for converting the electric automobile from discharging to charging. And finally, determining the lower limit of the dynamic state of charge of each electric automobile according to the ideal maximum value of the electric automobile, the ideal minimum value of the electric automobile, the risk evasion time of the electric automobile, the maximum output power of a charging station, the real-time charging quantity of the electric automobiles and the battery capacity of each charging electric automobile.
And S703, acquiring the total real-time charging power of all charging piles.
Specifically, the total real-time charging power of all the charging piles may be the total power output by all the charging piles connected to the dc bus to the electric vehicle, and may be summarized by the charging control center according to the real-time power of the working charging piles.
And S704, controlling each charging pile to charge the corresponding electric automobile according to the real-time charging total power and the charging and discharging boundary model.
Specifically, with continuing reference to fig. 8, the charging priority of the electric vehicle is determined in real time according to the dynamic state of charge lower limit and the risk avoidance time. The first judgment standard of the charging priority is the risk avoiding time, and the charging priority of the electric automobile with the early risk avoiding time is higher than that of the electric automobile with the late risk avoiding time. If the risk avoiding time of the two automobiles is the same, the second judgment standard of the charging priority is the time of the turning point x in the lower limit of the dynamic charge state, and the charging priority of the electric automobile with the earlier time of the turning point x is higher than that of the electric automobile with the later time of the turning point x. And setting the charging power of each charging pile for the corresponding electric automobile according to the charging priority, wherein the charging power of the electric automobile with high priority is not lower than the charging power of the electric automobile with low priority. Comparing the real-time charging total power with the rated power of the grid-side converter device, if the real-time charging total power is far less than the rated power of the grid-side converter device (which may be less than 80% or 90% of the rated power of the grid-side converter device), charging the electric vehicle according to the maximum charging power of each charging pile, and if the real-time charging power is close to the rated power of the grid-side converter device (which may be greater than or equal to 90% of the rated power of the grid-side converter device), adjusting the charging power of each charging pile for the corresponding electric vehicle according to the charging and discharging boundary model, so that the total power of the electric vehicle charged by the charging system of the electric vehicle is less than the maximum power that the direct-current bus can provide, and the voltage stability of the direct-current bus is maintained.
According to the control method for charging and discharging of the electric automobile, the power which can be accessed by the power grid can be reasonably distributed according to the basic parameters of the charging pile and the charging parameters of the electric automobile, the reasonable distribution of the power is realized, the charging target can be completed before the vehicle leaves, the charging speed of the quick charging is guaranteed, the charging power cannot fluctuate due to insufficient bus power, and the stability and the charging speed of the charging power are guaranteed.
Optionally, if the charging control center cannot control the total real-time charging power to be smaller than the rated power of the grid-side converter device by changing the charging power of the charging pile (for example, when the charging priorities of all the electric vehicles are higher than the preset level), the charging control center may adjust the power by using the energy storage module. In addition, the energy storage module can be normally opened and directly participates in daily power regulation according to the control of the charging control center. With continued reference to fig. 7, the method for controlling charging and discharging of the electric vehicle may further include:
s705, under the condition that the total real-time charging power of all charging piles is within a first preset range, controlling the input power obtained by the energy storage module from the direct current bus to be larger than the output power of the energy storage module to the direct current bus.
Specifically, it is detected that the real-time charging total power of all the charging piles is within a first preset range, where the first preset range may be less than 50% of the rated power of the grid-side converter device, for example, if the rated power of the grid-side converter device is 100MW, the first preset range may be less than 50MW. If the real-time charging total power of the charging pile is smaller than 50MW, the input power obtained by the energy storage module from the direct current bus is improved, so that the input power obtained by the energy storage module from the direct current bus is larger than the output power, the electric energy is stored, and the power load of the grid side converter device is reduced. Further, the charging control center can set the input power, obtained by the energy storage module from the direct-current bus, according to a first difference value between the first preset range upper limit and the real-time charging total power, so that the input power, obtained by the energy storage module from the direct-current bus, and the first difference value are in positive correlation.
And S706, under the condition that the real-time charging total power of all the charging piles is within a second preset range, controlling the input power, obtained from the direct current bus, of the energy storage module to be smaller than the output power, obtained from the direct current bus, of the energy storage module.
Specifically, the output power of the energy storage module to the dc bus is positively correlated to the second difference. The real-time charging total power of all the charging piles is detected to be within a second preset range, where the second preset range may be greater than 90% of the rated power of the grid-side converter device, for example, if the rated power of the grid-side converter device is 100MW, the second preset range may be greater than 90MW. If the real-time charging total power of all the charging piles is larger than 90MW, the output power of the energy storage module to the direct current bus is improved, so that the input power obtained by the energy storage module from the direct current bus is smaller than the output power of the voltage regulation energy storage module to the direct current bus, electric energy is output to the direct current bus, and the real-time voltage of the direct current bus is improved. Further, the charging control center can set the output power of the energy storage module to the direct current bus according to a second difference value between the real-time charging total power and a second preset range lower limit, so that the output power of the energy storage module to the direct current bus is positively correlated with the second difference value.
According to the control method for charging and discharging of the electric automobile, the load pressure of the grid-side converter can be reduced by adjusting the input power and the output power of the energy storage device to the direct-current bus, the voltage and the power of the bus are stabilized, the output power of the grid-side converter can be kept not to exceed the limit, the voltage stability of the direct-current bus is maintained, and the charging reliability of a charging system of the electric automobile is improved.
Optionally, fig. 9 is a schematic flowchart of a discharge control method according to an embodiment of the present invention. After step S702, the control method for charging and discharging the electric vehicle further includes a discharge control method, and referring to fig. 9, the discharge control method includes:
and S801, receiving a power grid dispatching command sent by an upper level.
Specifically, the grid dispatching command may be a command sent by the power system to the charging control center, and may control the charging control center to assist the grid in power regulation.
S802, after the dispatching command is received, charging of the electric vehicles with the corresponding high-level charging priorities by the charging piles is set according to the charging priorities, and discharging of the electric vehicles with the corresponding low-level charging priorities is received.
Specifically, after receiving the scheduling command, the charging control center may control the charging pile corresponding to each electric vehicle to be in a charging mode or a discharging mode according to the real-time charging priority of the electric vehicle. The electric automobile that charges priority is low corresponds fills electric pile and can convert into the mode of discharging earlier, fills electric pile and can receive electric automobile discharge and input direct current bus under the mode of discharging. And if the total output power of the electric automobile does not meet the requirement of the scheduling command, sequentially switching to discharge from low to high according to the real-time charging priority of the electric automobile until the power requirement of the scheduling command is met or all the risk avoidance time is not met. In addition, the output power of all the electric vehicles which are put into discharge can still be set according to the real-time charging priority, and the output power of the electric vehicle with high charging priority is not lower than that of the electric vehicle with low charging priority.
According to the charging system and the charging and discharging control method based on the public direct current bus, the charging pile can provide charging service for an electric vehicle, the grid side converter device is connected between a power grid and the direct current bus, alternating current-direct current conversion, voltage stabilization and power stabilization of the direct current bus can be achieved, the charging control center can reasonably distribute power which can be provided by the direct current bus according to basic parameters of the charging pile and charging parameters of the electric vehicle, the energy storage module can also adjust input and output power of the direct current bus according to the voltage of the direct current bus, reasonable distribution of the power and stabilization of the voltage of the direct current bus are achieved, the charging pile can be controlled according to charging priority after a scheduling command is received, a charging target can be completed before the vehicle leaves, the charging speed of fast charging can be guaranteed, the charging power cannot fluctuate due to insufficient bus power, and the stability of the charging power and the charging speed are improved.
It is to be noted that the foregoing description is only exemplary of the invention and that the principles of the technology may be employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious modifications, rearrangements, combinations and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (2)

1. A control method for charging and discharging of an electric automobile based on a public direct current bus is characterized by comprising the following steps:
the charging system comprises a plurality of charging piles, a direct current bus, a network side converter device and a charging control center;
the charging pile is used for collecting charging parameters of the electric automobile, charging a battery of the electric automobile or receiving the discharge of the battery of the electric automobile;
the grid-side converter device is connected between the direct-current bus and a power grid, the charging piles are respectively connected with the direct-current bus, and the grid-side converter device is used for realizing alternating-current and direct-current conversion between the direct-current bus and the power grid;
the charging control center is respectively in communication connection with the plurality of charging piles and the network side converter device, and is used for adjusting the charging power of the charging piles to the electric automobile according to the charging parameters and the total real-time charging power of all the charging piles, and controlling the discharging power of the charging piles to the electric automobile according to a scheduling command, wherein the discharging power is the power of the electric automobile discharging the charging piles;
further comprising: the energy storage module is connected with the direct current bus and is also in communication connection with the charging control center;
the charging control center is further used for adjusting the output power or the input power of the energy storage module to the direct current bus according to the real-time charging total power of all the charging piles;
the energy storage module comprises at least one of a flywheel energy storage device, an energy storage battery, a super capacitor and a light and storage integrated device;
the net side deflector comprises: the control unit comprises a signal input end and a signal output end, the signal input end is connected with the charging control center, and the control unit is used for generating a control instruction according to a control signal of the charging control center and outputting the control instruction through the signal output end;
the net side deflector comprises: the bidirectional converter unit comprises an alternating current end, a direct current end and a control end, the alternating current end of the bidirectional converter unit is connected with the power grid, the direct current end of the bidirectional converter unit is connected with the direct current bus, the control end of the bidirectional converter unit is connected with the signal output end of the control unit, and the bidirectional converter unit is used for adjusting the flow direction of active power, the output voltage value, the output frequency value, the active power value and the reactive power value according to the control instruction;
acquiring charging parameters of a plurality of electric vehicles connected with a charging pile; respectively establishing a charging and discharging boundary model corresponding to the electric automobile according to the charging parameters and the basic parameters of the charging pile;
acquiring the real-time charging total power of all the charging piles; controlling each charging pile to charge the corresponding electric automobile according to the real-time charging total power and the charging and discharging boundary model;
the charge-discharge boundary model comprises an ideal maximum value of the state of charge, an ideal minimum value of the state of charge, risk evasion time and a dynamic state of charge lower limit;
respectively establishing a charging and discharging boundary model corresponding to the electric automobile according to the charging parameters and the basic parameters of the charging pile, wherein the charging and discharging boundary model comprises the following steps:
determining an ideal maximum value of the state of charge of the electric automobile according to the maximum charging power of the charging pile;
determining an ideal minimum value of the state of charge of the electric automobile according to the maximum discharge power of the charging pile;
calculating risk evasion time of the electric automobile according to the departure time of the electric automobile, the state of charge of the electric automobile when the electric automobile leaves, the lower limit of the state of charge of the electric automobile, the maximum output power of a charging station, the charging and discharging efficiency of the charging pile, the battery capacity of the electric automobile and the real-time total number of the electric automobiles, wherein the risk evasion time is the earliest time for converting the electric automobile from discharging to charging;
determining a dynamic state of charge lower limit of each electric vehicle according to an ideal maximum value of the electric vehicle, an ideal minimum value of the electric vehicle, risk avoidance time of the electric vehicle, maximum output power of the charging station, real-time charging quantity of the electric vehicles and battery capacity of each electric vehicle;
controlling each charging pile to charge the corresponding electric automobile according to the real-time charging total power and the charging and discharging boundary model, and the method comprises the following steps:
judging the charging priority of the electric automobile in real time according to the dynamic state of charge lower limit and the risk avoidance time;
setting charging power for charging corresponding to the electric automobile for each charging pile according to the charging priority, wherein the charging power of the electric automobile with the higher priority is not lower than the charging power of the electric automobile with the lower priority, and the total real-time charging power is smaller than the rated power of the network side converter device;
further comprising:
and when a dispatching command is received, setting the charging of each charging pile for the electric automobile with the corresponding high-level charging priority according to the charging priority, and receiving the discharging of the electric automobile with the corresponding low-level charging priority.
2. The method for controlling charging and discharging of an electric vehicle according to claim 1, further comprising:
under the condition that the real-time charging total power of all the charging piles is within a first preset range, controlling an energy storage module to obtain input power from the direct current bus greater than the output power of the energy storage module to the direct current bus;
and under the condition that the real-time charging total power of all the charging piles is within a second preset range, controlling the input power of the energy storage module obtained from the direct current bus to be smaller than the output power of the energy storage module to the direct current bus.
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