CN116331049A - Ordered charging control method for electric automobile in residential district - Google Patents

Ordered charging control method for electric automobile in residential district Download PDF

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Publication number
CN116331049A
CN116331049A CN202310338867.7A CN202310338867A CN116331049A CN 116331049 A CN116331049 A CN 116331049A CN 202310338867 A CN202310338867 A CN 202310338867A CN 116331049 A CN116331049 A CN 116331049A
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charging
level
sequence
transformer
load
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李光曦
李蔚
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CITIC General Institute of Architectural Design and Research Co Ltd
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CITIC General Institute of Architectural Design and Research 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
    • B60L53/67—Controlling two or more 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • 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

An ordered charging control method for an electric automobile in a residential district comprises the following steps: and (3) evaluating the dynamic spare capacity of the residential district power supply system, and making a dynamic charging plan of the electric automobile according to the time-capacity characteristics of the dynamic spare capacity. Users of different charging demands are led to enter different charging sequence levels through price differences. And the load prediction module predicts the power distribution network system of the community, the power consumption of residents and the access quantity of the electric automobile in advance, calculates the expected total charging duration of different sequence charging users, and is convenient for the users to select proper sequence levels according to requirements. The ordered charging control module controls the electric vehicle charging pile to perform actions such as access, waiting, exiting and re-accessing the power distribution network, so that the electric vehicle charging load is matched with the dynamic surplus capacity of the power supply system. The invention solves the problem of difficult charging of the electric automobile in the existing residential district by utilizing the existing power supply and distribution system resources in the residential district, and reduces the repeated investment of the power supply and distribution system.

Description

Ordered charging control method for electric automobile in residential district
Technical Field
The invention relates to an ordered charging control method for an electric automobile in a residential district.
Background
Under the large background of energy conservation and emission reduction and double-carbon targets, electric automobiles gradually replace fuel automobiles to become a main form of motor vehicles. However, in the application process of the electric automobile, because the charging capacity requirement of the electric automobile is large, the problem of difficult charging often occurs for the built residential district. The main reason for the difficulty in charging the electric automobile in the existing community is that the existing power supply and distribution system is designed based on the conventional load of residents often because of the newly added load of the electric automobile, which is hundreds or even thousands of kilowatts, and not too much surplus capacity is available. On the other hand, the inside of the cell often has no spare space and space for newly adding a special power transformation and distribution system for charging.
The limitation of charging conditions makes users of purchased electric vehicles feel inconvenient to use, and potential electric vehicle users can be prohibitive due to inconvenient charging. Therefore, the charging condition of the electric automobile in the residential district indirectly restricts the popularization and promotion of the electric automobile.
Disclosure of Invention
In order to solve the problems, investigation and research are carried out on sample district power distribution systems in different provinces and cities in China, and data show that the load characteristics of the power distribution system of the mature residential district are as follows, daily loads generally comprise two peak periods (a small peak period and a large peak period) and a low valley period, the large peak is generally concentrated in an evening period, and the average power load in the low valley period is about 0.25-0.55 times of the average power load in the peak period according to different seasons.
The expected load rate of the transformer in the national standard required design selection is considered to be not more than 85%, and according to investigation data, the actual load rate of the transformer in the sample cell is 9.3% minimum and 73.48% maximum. Sample statistics show that the load rate of the transformer in the low valley period of electricity consumption is generally not more than 26%; the load rate of the transformer is generally not higher than 60% in the peak period of electricity consumption, and the few transformers are more than 70%.
From a product point of view, it is possible to operate the transformer close to full load for a long period of time when the operating temperature is suitable. For electric vehicles, the charging load belongs to a non-instant load, and a mode of grouping power supplies in time periods can be adopted for the charging load.
Based on the above conditions, it is known that it is possible for most residential communities to utilize the dynamic spare capacity of their existing power transformation and distribution systems to provide charging for electric vehicles.
The invention aims to provide an ordered charging control method for an electric automobile in a residential community, wherein the ordered charging control system for the electric automobile comprises a load prediction module, a load sequencing module, an ordered charging control module, a platform management system and a mobile phone client, and the load prediction module, the load sequencing module, the ordered charging control module and the mobile phone client are respectively in communication connection with the platform management system; the ordered charging control method of the electric automobile comprises the following steps:
1. and (3) counting the capacity and the position of each transformer in the residential district, and counting the load factor parameters of each transformer in different seasons and different times in recent years, thereby obtaining the dynamic surplus capacity value of each transformer based on the time parameters.
2. In the statistical process, if the installation time of the district power transformation and distribution device is found to be early, each distribution device is close to the elimination period, or the district power transformation and distribution system is in a full load state or even an overload state for a long time, the district original power supply system is not recommended to charge the electric automobile.
3. For each transformer i in a residential district, the number L of ac charging piles that the transformer i allows for simultaneous access to is determined as follows i ：L i =（St×X i In the formula (Y), st is the dynamic residual capacity value of the transformer, the unit is kVA, Y is the pile-set power of alternating-current charging, and the unit is kW, X i And compensating the power factor of the low-voltage side of the transformer.
4. The L is set as above i The alternating-current charging piles are divided into m areas, each area contains n alternating-current charging piles, each area is provided with a trunk circuit connected with a transformer i, the tail end of each trunk circuit is provided with 1 distribution box, and each distribution box is provided with n branch outlet circuits connected with the n charging piles respectively.
5. A temperature sensor is arranged at a transformer winding, and a voltage transformer and a current transformer are arranged at a total circuit breaker at the low-voltage side of the transformer; a voltage transformer is arranged at a busbar of each distribution box, and a current transformer is arranged at a total incoming line breaker and each branch outgoing line loop breaker of the distribution box; a contactor is arranged on each branch outlet loop.
6. The control method mainly utilizes the load prediction module to guide a user to select different charging sequence levels. The ordered charging control module controls the electric automobile charging pile to perform actions such as access, waiting, exiting, re-access and the like through the contactors arranged on the branch circuits, and finally the charging load of the electric automobile in the cell is matched with the dynamic surplus capacity of the power supply system in the cell.
7. The load prediction module is responsible for collecting, counting and analyzing residential load rules of the community, charging load rules of the electric automobile and development trends of the residential load rules, providing a basis for a manager to formulate charging rules, and providing reference data for charging time lengths of different sequence level charging modes in a real-time state.
8. The load prediction module is used for providing and displaying the distribution of the charging parking spaces, the vacant current situation of the charging parking spaces, the prices of different charging sequence levels and the predicted charging time length for the mobile phone client in real time. The users with different requirements are guided by prices, and different charging sequence levels are selected.
9. The conventional user class is classified into 1,2 and 3 charging sequence classes through the load sequencing module, and a special class sequence is additionally arranged for coping with emergency charging requirements. When the charging piles are connected, the specific 1,2 and 3-level charging sequence charging piles are connected in sequence according to the level sequence. The ordering strategy within each same level is in a first-come-first-serve manner. And when the charging piles are withdrawn, the 3, 2-level charging sequence charging piles are withdrawn in sequence according to the level sequence, and the special-level charging pile is withdrawn only when the system fails. The load ordering module should have the function of reserving the last-time charging sequence and queuing information under any condition so as to facilitate the continuation of the last queuing sequence during the second access or fault recovery.
10. The definition of the sequence of levels is as follows: the special-class sequence user adopts direct charging, does not participate in any regulation and only exits when the system fails, so that the special-class setting name should be strictly limited. The 1 st-level sequence adopts preferential charging and does not participate in peak-valley regulation of the power distribution system, but should be yielded to be located in domestic electricity when the load rate of the power distribution system is higher. The 2 nd-level sequence participates in daily peak valley regulation, and when the power distribution system is about to enter a daily peak value, the power distribution system actively and orderly enters a waiting charging state to be located in domestic electricity and the 1 st-level sequence. The 3 rd order participates in daily peak valley and Shi Fenggu regulation, and when the power distribution system is about to enter daily peak and time peak, the power distribution system actively and orderly enters a waiting charging state and is positioned in household electricity and 1 st and 2 nd order.
11. When the user selects the specific, 1,2, 3-level charging sequence level to start charging, the user can adjust the sequence level or terminate or restart the charging mode according to the change of the real-time requirement during charging. After the load ordering module receives the information, the user charging pile enters a new load ordering.
12. Assuming that the transformer capacity is Sa (kVA), the maximum value (average value of 30 min) of the surplus capacity value of the transformer in the future 6 hours is predicted as Sm (kVA), and the minimum value is predicted as Sn (kVA). It is recommended in the design to use or not more than (Sax0.05x0.95/7) charging piles as the special-order sequence, (Sn x 0.95/7) charging piles as the 1 st-order sequence, and [ (Sm-Sn) x 0.95/7] charging piles as the 2 nd-order sequence. The remaining charging piles are used as the 3 rd order.
13. The ordered charge control module deploys ordered charge control. The orderly charging control flow chart is shown in fig. 2, and the control steps are as follows:
1) Determine if the control system itself is malfunctioning? If abnormal, the charging pile of the corresponding control area is exited, the manager and the user are notified, and the process returns to 1). If normal, the next step is continued.
2) Determine if power distribution system is malfunctioning? If abnormal, the charging pile of the corresponding power distribution area is exited, the manager and the user are notified, and the process returns to 1). If normal, the next step is continued.
3) Judging whether the temperature of the transformer is normal or not, if the temperature is abnormal, orderly withdrawing the 3,2, 1-level charging piles in batches (every 3 delta n is one batch, suggesting 3-5 delta n to be taken), informing a manager and a user, and returning to 1). If normal, the next step is continued.
4) Judging whether the transformer is overloaded, if so, sequentially withdrawing the 3,2, 1-level charging piles in batches (3-5 are recommended for delta n every 3 delta n), informing management personnel and users, and returning to 1). If not, continuing to the next step.
5) Judging whether the transformer load rate is more than c% (c% is preferably 90% but not limited to the value) for k continuous minutes (k is preferably 5 but not limited to the value), if so, sequentially exiting the 3,2, 1-stage charging piles in batches (3-5 are recommended for delta n every 3 delta n), notifying management personnel and users, and returning to 1). If not, the next step is continued.
6) It is determined whether the transformer load factor exceeds c% (c% is preferably 90%, but is not limited to this value), and if so, 1 is returned. If not, the next step is continued.
7) Judging whether a special-grade charging pile exists, if so, accessing the special-grade charging pile, and if not, continuing the next step.
8) It is determined whether the transformer load factor exceeds c% (c% is preferably 90%, but is not limited to this value), and if so, 1 is returned. If not, the next step is continued.
9) And (3) accessing the x (x=1, 2, 3-n) 1 st batch of 1 st-stage sequential charging piles. (taking each Deltan as one batch, suggesting that Deltan takes 3-5 batches in order to reduce impact on a system, when the number w of the last batch of charging piles is smaller than Deltan, the last batch can be directly taken as w.) notifying a manager and a user of newly accessed charging pile information, and continuing the next step.
10 Determine whether or not the 1 st-order sequential charging piles are all connected? If not, return to 1). If yes, continuing to the next step.
11 And (3) accessing a y (y=1, 2, 3-n) batch of 2 nd-level sequence charging piles. And notifying the manager and the user of the newly accessed charging pile information, and continuing the next step.
12 Determine whether or not the charging piles of the 2 nd-level sequence are all connected? If not, return to 1). If yes, continuing to the next step.
13 And (3) accessing a z (z=1, 2, 3-n) th batch of 3 rd-level sequence charging piles. And notifying the manager and the user of the newly accessed charging pile information, and continuing the next step.
14 Determine whether or not the 3 rd order charging piles are all connected? If not, return to 1). If so, return to 1).
Compared with the prior art, the invention has the following beneficial effects:
1) The dynamic surplus capacity of the original power supply system of the cell is fully utilized, and the charging requirement of the electric automobile of the cell is met under the condition that the capacity of the power supply system of the residential cell is not increased.
2) A plurality of charging sequence selection modes are provided for users, and the charging requirements of different users are met.
3) The resident original load priority principle is adopted, so that the charging load of the electric automobile is ensured not to influence the resident original electricity utilization.
4) The charging system fault detection judgment logic is introduced, so that the charging pile in the corresponding range is disconnected in time when a fault occurs, and the charging safety is improved.
Drawings
Fig. 1 is a block diagram of an orderly charging and distribution system for residential communities.
Fig. 2 is a flow chart of the orderly charging control of a residential district.
Description of the embodiments
The invention comprises a power distribution trunk, a power distribution header box, a branch control contactor, a temperature monitoring device, a voltage monitoring device, a current monitoring device, a load prediction module, a load sequencing module, an ordered charging control module, a platform management system and a mobile phone client. The invention relates to an ordered charging control method for an electric automobile in a residential district, which comprises the following steps:
1. and (3) counting the capacity and the position of each transformer in the residential district, and counting the load factor parameters of each transformer in different seasons and different times in recent years, thereby obtaining the dynamic surplus capacity value nSt of each transformer based on the time parameters. For simplicity of description, the invention only takes 1 transformer and its power supply range as an example.
2. In the statistical process, if the installation time of the district power transformation and distribution device is found to be early, each distribution device is close to the elimination period, or the district power transformation and distribution system is in a full load state or even an overload state for a long time, the district original power supply system is not recommended to charge the electric automobile.
3. Assuming that a residential district is powered by 1 transformer with capacity of Sa (kVA), the dynamic residual capacity value of the transformer is St (kVA), and the agreed residential district adopts alternating current charging piles with power of 7kW, and the low-voltage side power factor of the transformer is compensated to 0.95. The number of ac charging piles that the transformer allows to be connected simultaneously is calculated as (st×0.95/7).
4. Assuming that the above-mentioned cell contains (m×n) motor vehicle parking spaces, m main circuits are to be led from the low-voltage outlet cabinet of the existing power transformation and distribution room, and each main circuit is provided with n charging piles on average. And the tail end of each trunk circuit is provided with 1 distribution main box respectively, and each main box is provided with n branch appearance circuits for distributing power to n charging piles.
5. A temperature sensor is arranged at a winding of the transformer, and a voltage transformer and a current transformer are arranged at a total breaker at the low-voltage side of the transformer. And a voltage transformer is arranged at a busbar of the main distribution box of each charging pile, and a current transformer is arranged at a box body main inlet circuit breaker and at each outlet branch circuit breaker. A contactor is provided at each branch circuit. As in fig. 1.
6. The control method mainly utilizes the load prediction module to guide a user to select different charging sequence levels. The ordered charging control module controls the electric automobile charging pile to perform actions such as access, waiting, exiting, re-access and the like through the contactors arranged on the branch circuits, and finally the charging load of the electric automobile in the cell is matched with the dynamic surplus capacity of the power supply system in the cell.
7. The load prediction module is responsible for counting and analyzing residential load rules of the community and charging load rules and development trends of the electric automobile, provides a basis for a manager to formulate charging rules, and provides reference data for charging time lengths of different sequence level charging modes in a real-time state.
8. The load prediction module displays the distribution of the charging parking spaces, the vacant current situation of the charging parking spaces, the prices of different charging sequence levels and the predicted charging duration for the mobile phone client in real time. The users with different requirements are guided by prices, and different charging sequence levels are selected.
9. The load sequencing module classifies the conventional user class into 1,2,3 charge sequence classes, and additionally sets a special class sequence for coping with emergency charge requirements. When the charging piles are connected, the specific 1,2 and 3-level charging sequence charging piles are connected in sequence according to the level sequence. The ordering strategy within each same level is in a first-come-first-serve manner. And when the charging piles are withdrawn, the 3, 2-level charging sequence charging piles are withdrawn in sequence according to the level sequence, and the special-level charging pile is withdrawn only when the system fails. The load ordering module should have the function of reserving the last-time charging sequence and queuing information under any condition so as to facilitate the continuation of the last queuing sequence during the second access or fault recovery.
10. The definition of the sequence of levels is as follows: the special-class sequence user adopts direct charging, does not participate in any regulation and only exits when the system fails, so that the special-class setting name should be strictly limited. The 1 st-level sequence adopts preferential charging and does not participate in peak-valley regulation of the power distribution system, but should be yielded to be located in domestic electricity when the load rate of the power distribution system is higher. The 2 nd-level sequence participates in daily peak valley regulation, and when the power distribution system is about to enter a daily peak value, the power distribution system actively and orderly enters a waiting charging state to be located in domestic electricity and the 1 st-level sequence. The 3 rd order participates in daily peak valley and Shi Fenggu regulation, and when the power distribution system is about to enter daily peak and time peak, the power distribution system actively and orderly enters a waiting charging state and is positioned in household electricity and 1 st and 2 nd order.
11. When the user selects the specific, 1,2, 3-level charging sequence level to start charging, the user can adjust the sequence level or terminate or restart the charging mode according to the change of the real-time requirement during charging. After the load ordering module receives the information, the user charging pile enters a new load ordering.
12. Assuming that the transformer capacity is Sa (kVA), the maximum value (average value of 30 min) of the surplus capacity value of the transformer in the future 6 hours is predicted as Sm (kVA), and the minimum value is predicted as Sn (kVA). It is recommended in the design to use or not more than (Sax0.05x0.95/7) charging piles as the special-order sequence, (Sn x 0.95/7) charging piles as the 1 st-order sequence, and [ (Sm-Sn) x 0.95/7] charging piles as the 2 nd-order sequence. The remaining charging piles are used as the 3 rd order.
13. The ordered charge control module deploys ordered charge control. The orderly charging control flow chart is shown in fig. 2, and the control steps are as follows:
1) Determine if the control system itself is malfunctioning? If abnormal, the charging pile of the corresponding control area is exited, the manager and the user are notified, and the process returns to 1). If normal, the next step is continued.
2) Determine if power distribution system is malfunctioning? If abnormal, the charging pile of the corresponding power distribution area is exited, the manager and the user are notified, and the process returns to 1). If normal, continue to the next step
3) Judging whether the temperature of the transformer is normal or not, if the temperature is abnormal, orderly withdrawing the 3,2, 1-level charging piles in batches (every 3 delta n is one batch, suggesting 3-5 delta n to be taken), informing a manager and a user, and returning to 1). If normal, the next step is continued.
4) Judging whether the transformer is overloaded, if so, sequentially withdrawing the 3,2, 1-level charging piles in batches (3-5 are recommended for delta n every 3 delta n), informing management personnel and users, and returning to 1). If not, continuing to the next step.
5) Judging whether the transformer load rate is more than c% (c% is preferably 90% but not limited to the value) for k continuous minutes (k is preferably 5 but not limited to the value), if so, sequentially exiting the 3,2, 1-stage charging piles in batches (3-5 are recommended for delta n every 3 delta n), notifying management personnel and users, and returning to 1). If not, the next step is continued.
6) It is determined whether the transformer load factor exceeds c% (c% is preferably 90%, but is not limited to this value), and if so, 1 is returned. If not, the next step is continued.
7) Judging whether a special-grade charging pile exists, if so, accessing the special-grade charging pile, and if not, continuing the next step.
8) It is determined whether the transformer load factor exceeds c% (c% is preferably 90%, but is not limited to this value), and if so, 1 is returned. If not, the next step is continued.
9) And (3) accessing the x (x=1, 2, 3-n) 1 st batch of 1 st-stage sequential charging piles. (taking each Deltan as one batch, suggesting that Deltan takes 3-5 batches in order to reduce impact on a system, when the number w of the last batch of charging piles is smaller than Deltan, the last batch can be directly taken as w.) notifying a manager and a user of newly accessed charging pile information, and continuing the next step.
10 Determine whether or not the 1 st-order sequential charging piles are all connected? If not, return to 1). If yes, continuing to the next step.
11 And (3) accessing a y (y=1, 2, 3-n) batch of 2 nd-level sequence charging piles. And notifying the manager and the user of the newly accessed charging pile information, and continuing the next step.
12 Determine whether or not the charging piles of the 2 nd-level sequence are all connected? If not, return to 1). If yes, continuing to the next step.
13 And (3) accessing a z (z=1, 2, 3-n) th batch of 3 rd-level sequence charging piles. And notifying the manager and the user of the newly accessed charging pile information, and continuing the next step.
14 Determine whether or not the 3 rd order charging piles are all connected? If not, return to 1). If so, return to 1).
Illustrating:
1. and (3) counting the capacity and the position of each transformer in the residential district, and counting the load factor parameters of each transformer in different seasons and different times in recent years, thereby obtaining the dynamic surplus capacity value of each transformer based on the time parameters.
2. If a residential district contains 120 households, 120 motor vehicle parking spaces are configured, and each parking space is provided with 1 alternating current charging pile. The residential power supply is provided by 1 transformer with a capacity of 800 kVA.
3. For the 120 alternating current charging piles, 4 main line loops are led from the low-voltage outlet cabinet of the existing power transformation and distribution room, and 1 distribution main box is respectively arranged at the tail end of each main line loop, and each main box is provided with 30 charging piles.
4. A temperature sensor is arranged at a winding of the transformer, and a voltage transformer and a current transformer are arranged at a total breaker at the low-voltage side of the transformer. And a voltage transformer is arranged at a busbar of the main distribution box of each charging pile, and a current transformer is arranged at a box body main inlet circuit breaker and at each outlet branch circuit breaker. A contactor is provided at each branch circuit. Reference is made to fig. 1.
5. In the future 6 hours, the average surplus capacity of the transformer in the late night electricity utilization valley period is 480kVA, and the average surplus capacity of the transformer in the evening electricity utilization peak period is 160kVA. The agreed residential areas all adopt alternating current charging piles with the power of 7kW, and the power factor of the low-voltage side of the transformer is compensated to 0.95. The calculation shows that the number of the alternating current charging piles which are allowed to be connected simultaneously by the transformer is 21-65.
6. The upper limit of each stage of sequence in the design is as follows: the number of the special-grade sequence charging piles is 5, the number of the 1 st-grade sequence charging piles is 20, and the number of the 2 nd-grade sequence charging piles is 40. The remaining charging piles are used as the 3 rd order.
7. And (5) orderly charging control. The control steps are as follows:
1) Determine if the control system itself is malfunctioning? If abnormal, the charging pile of the corresponding control area is exited, the manager and the user are notified, and the process returns to 1). If normal, the next step is continued.
2) Determine if power distribution system is malfunctioning? If abnormal, the charging pile of the corresponding power distribution area is exited, the manager and the user are notified, and the process returns to 1). If normal, the next step is continued.
3) Judging whether the temperature of the transformer is normal or not, if the temperature is abnormal, orderly withdrawing the 3 rd, 2 nd and 1 st-level charging piles in batches (every 15 charging piles are in one batch), informing a manager and a user, and returning to the step 1). If normal, the next step is continued.
4) Judging whether the transformer is overloaded, if so, sequentially withdrawing the 3 rd, 2 nd and 1 st-level charging piles in batches (every 15 charging piles are in batches), informing management personnel and users, and returning to 1). If not, continuing to the next step.
5) Judging whether the transformer load rate exceeds 90% in 5 minutes continuously, if so, sequentially withdrawing the 3 rd, 2 nd and 1 st charging piles in batches (every 15 charging piles are one batch), informing a manager and a user, and returning to 1). If not, the next step is continued.
6) And judging whether the transformer load rate exceeds 90 percent, if so, returning to 1). If not, the next step is continued.
7) Judging whether a special-grade charging pile exists, if so, accessing the special-grade charging pile, and if not, continuing the next step.
8) And judging whether the transformer load rate exceeds 90 percent, if so, returning to 1). If not, the next step is continued.
9) And (3) accessing the x (x=1, 2, 3-n) 1 st batch of 1 st-stage sequential charging piles. (taking each Deltan as one batch, suggesting that Deltan takes 3-5 batches in order to reduce impact on a system, when the number w of the last batch of charging piles is smaller than Deltan, the last batch can be directly taken as w.) notifying a manager and a user of newly accessed charging pile information, and continuing the next step.
10 Determine whether or not the 1 st-order sequential charging piles are all connected? If not, return to 1). If yes, continuing to the next step.
11 And (3) accessing a y (y=1, 2, 3-n) batch of 2 nd-level sequence charging piles. And notifying the manager and the user of the newly accessed charging pile information, and continuing the next step.
12 Determine whether or not the charging piles of the 2 nd-level sequence are all connected? If not, return to 1). If yes, continuing to the next step.
13 And (3) accessing a z (z=1, 2, 3-n) th batch of 3 rd-level sequence charging piles. And notifying the manager and the user of the newly accessed charging pile information, and continuing the next step.
14 Determine whether or not the 3 rd order charging piles are all connected? If not, return to 1). If so, return to 1).
The above examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.

Claims (5)

1. An ordered charging control method for an electric automobile in a residential district is characterized by comprising the following steps of: the ordered charging control system of the electric automobile comprises a load prediction module, a load ordering module, an ordered charging control module, a platform management system and a mobile phone client, wherein the load prediction module, the load ordering module, the ordered charging control module and the mobile phone client are respectively in communication connection with the platform management system; the ordered charging control method of the electric automobile comprises the following steps:
1) Counting the capacity and the position of each transformer in a residential district, and counting the load factor parameters of each transformer in different seasons and different times to obtain dynamic surplus capacity values of each transformer based on time parameters;
2) For each transformer i in a residential district, the number L of ac charging piles that the transformer i allows for simultaneous access to is determined as follows i ：L i =（St×X i In the formula (Y), st is the dynamic residual capacity value of the transformer, the unit is kVA, Y is the pile-set power of alternating-current charging, and the unit is kW, X i A low-voltage side power factor compensation value for the transformer;
3) The L is set as above i The method comprises the steps that an alternating-current charging pile is divided into m areas, each area comprises n alternating-current charging piles, each area is provided with a trunk circuit connected with a transformer i, the tail end of each trunk circuit is provided with 1 distribution box, and each distribution box is provided with n branch outlet circuits connected with the n charging piles respectively;
4) A temperature sensor is arranged at a transformer winding, and a voltage transformer and a current transformer are arranged at a total circuit breaker at the low-voltage side of the transformer; a voltage transformer is arranged at a busbar of each distribution box, and a current transformer is arranged at a total incoming line breaker and each branch outgoing line loop breaker of the distribution box; a contactor is arranged on each branch outlet loop;
5) Guiding a user to select different charging sequence levels by using a load prediction module; the ordered charging control module controls the electric vehicle charging pile to carry out the actions of access, waiting, exiting or re-accessing through the contactor, and finally the charging load of the electric vehicle in the district is matched with the dynamic surplus capacity of the district power supply system;
6) Collecting, counting and analyzing residential load rules of a community and charging load rules of electric vehicles through a load prediction module, providing a basis for a manager to formulate charging rules, and providing reference data for charging time lengths of different sequence level charging modes in a real-time state;
7) Providing and displaying charging parking space distribution, the vacant current situation of the charging parking spaces, prices of different charging sequence levels and predicted charging time length for a mobile phone client in real time through a load prediction module; guiding users with different requirements through prices, and selecting different charging sequence levels;
8) Dividing the class of the conventional user charging pile into 1-class, 2-class and 3-class charging sequence classes through a load sequencing module, and additionally setting special-class charging sequence classes; when the charging piles are connected, sequentially connecting special-grade, grade 1, grade 2 and grade 3 charging sequence charging piles according to the grade sequence; the ordering strategy in each same level adopts a first-come-first-get mode; when the charging piles are withdrawn, the 3-level, 2-level and 1-level charging sequence charging piles are withdrawn in turn according to the level sequence, and the special-level sequence charging pile is withdrawn only when the system fails; the load ordering module should have the function of reserving the last-time charging sequence and queuing information under any condition so as to facilitate the continuation of the last queuing sequence during the second access or fault recovery.
2. The ordered charge control method for an electric vehicle of a residential community of claim 1, wherein: the special charging sequence level adopts direct charging, does not participate in any regulation, and is withdrawn only when the system fails; the 1-level charging sequence level adopts priority charging and does not participate in peak-valley regulation of the power distribution system, but when the load rate of the power distribution system exceeds 90%, the power distribution system should be kept at domestic electricity; the 2-level sequence participates in daily peak valley regulation, and when a power distribution system is about to enter a daily peak value, the power distribution system actively and orderly enters a waiting charging state to be positioned at the power consumption of residents and the 1-level charging sequence level; the 3-level sequence participates in daily peak valley and Shi Fenggu regulation, and when the power distribution system is about to enter a daily peak value and a time peak value, the power distribution system actively and orderly enters a waiting charging state and is positioned at the residential electricity consumption, the 1-level charging sequence level and the 2-level charging sequence level.
3. The ordered charge control method for an electric vehicle of a residential community of claim 1, wherein: when a user selects a special charging sequence level, a 1-level charging sequence level, a 2-level charging sequence level or a 3-level charging sequence level to start charging, the user can adjust the sequence level or terminate or restart the charging mode according to the change of real-time requirements during charging; after the load ordering module receives the information, the user charging pile enters a new load ordering.
4. The ordered charge control method for an electric vehicle of a residential community of claim 1, wherein: assuming that the capacity of the transformer i is Sa (kVA), the maximum value of the average value of the spare capacity value of the transformer for 30min in the future 6 hours is Sm (kVA) and the minimum value is Sn (kVA), adopting not more than (Sax0.05x0.95/7) charging piles as special-level charging sequence levels, (Sn x 0.95/7) charging piles as 1-level charging sequence levels, and [ (Sm-Sn) x 0.95/7] charging piles as 2-level charging sequence levels, and the rest charging piles as 3-level charging sequence levels.
5. The ordered charge control method for an electric vehicle of a residential community of claim 1, wherein: the ordered charge control module expands ordered charge control of the following steps:
1) Judging whether the control system is faulty or not, if the control system is abnormal, exiting the charging piles of the corresponding control area, notifying a manager and a user, and returning to the step 1); if the control system is normal, continuing the next step;
2) Judging whether the power distribution system fails or not, if the power distribution system is abnormal, exiting the charging piles of the corresponding power distribution area, notifying management personnel and users, and returning to the step 1); if the power distribution system is normal, continuing the next step;
3) Judging whether the temperature of the transformer is normal or not, if the temperature of the transformer is abnormal, sequentially withdrawing 3 rd, 2 nd and 1 st-level charging piles in batches, wherein each 3 delta n is one batch, taking 3-5 delta n, notifying management personnel and users, and returning to 1); if the temperature of the transformer is normal, continuing the next step;
4) Judging whether the transformer is overloaded or not, if so, sequentially withdrawing the 3 rd, 2 nd and 1 st-level charging piles in batches, wherein each 3 delta n is one batch, 3-5 delta n is taken, and notifying a manager and a user, and returning to 1); if the transformer is not overloaded, continuing the next step;
5) Judging whether the load rate of the transformer exceeds c% for k minutes continuously, wherein k=3-10 and c% =85-95%, if so, sequentially withdrawing the 3 rd, 2 nd and 1 st-stage charging piles in batches, wherein every 3 Deltan is one batch, taking 3-5 Deltan, notifying a manager and a user, and returning to 1). If not, continuing the next step;
6) Judging whether the transformer load rate exceeds c%, c% = 85-95%, if yes, returning to 1); if not, continuing the next step;
7) Judging whether a special-grade charging pile exists or not, if so, accessing the special-grade charging pile, and if not, continuing the next step;
8) Judging whether the transformer load rate exceeds c%, c% = 85-95% is 90% preferable, if yes, returning to 1); if not, continuing the next step;
9) Accessing an x (x=1, 2, 3-n) lot 1-level charging sequence level charging pile; taking each Deltan as a batch, and taking 3-5 Deltan; when the number w of the last batch of charging piles is smaller than delta n, the last batch takes w; notifying the manager and the user of the newly accessed charging pile information, and continuing the next step;
10 Judging whether the charging piles of the 1 st-level sequence are all connected or not, if not, returning to the 1); if yes, continuing the next step;
11 Accessing a y (y=1, 2, 3-n) batch of 2 nd-level sequence charging piles; notifying the manager and the user of the newly accessed charging pile information, and continuing the next step;
12 Judging whether the charging piles of the 2 nd-level sequence are all connected, if not, returning to the step 1); if yes, continuing the next step;
13 A z (z=1, 2, 3-n) batch of 3 rd-level sequence charging piles are accessed, the management personnel and the users are informed of the information of the newly accessed charging piles, and the next step is continued;
14 Judging whether the charging piles of the 3 rd-level sequence are all connected, if not, returning to the step 1); if so, return to 1).
CN202310338867.7A 2023-03-31 2023-03-31 Ordered charging control method for electric automobile in residential district Pending CN116331049A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116512969A (en) * 2023-07-04 2023-08-01 四川金信石信息技术有限公司 Ordered charging power regulation and control method, system, terminal and medium for alternating-current charging pile
CN116691419A (en) * 2023-08-03 2023-09-05 浙江大学 Electric automobile autonomous charging control method for deep reinforcement learning under weak link communication

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116512969A (en) * 2023-07-04 2023-08-01 四川金信石信息技术有限公司 Ordered charging power regulation and control method, system, terminal and medium for alternating-current charging pile
CN116512969B (en) * 2023-07-04 2023-09-05 四川金信石信息技术有限公司 Ordered charging power regulation and control method, system, terminal and medium for alternating-current charging pile
CN116691419A (en) * 2023-08-03 2023-09-05 浙江大学 Electric automobile autonomous charging control method for deep reinforcement learning under weak link communication
CN116691419B (en) * 2023-08-03 2023-11-14 浙江大学 Electric automobile autonomous charging control method for deep reinforcement learning under weak link communication

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