CN116830412A

CN116830412A - Regional electric non-motor vehicle energy control system

Info

Publication number: CN116830412A
Application number: CN202380010162.0A
Authority: CN
Inventors: 朱光辉
Original assignee: China Social Science Beijing Institute Of Urban And Rural Planning And Design
Current assignee: China Social Science Beijing Institute Of Urban And Rural Planning And Design
Priority date: 2022-10-19
Filing date: 2023-05-26
Publication date: 2023-09-29
Also published as: WO2023143647A2; CN115360740A; WO2023143647A3; CN115360740B

Abstract

The invention provides an energy control system of an electric non-motor vehicle in an area, a plurality of electric non-motor vehicles are distributed in the area, a clean energy conversion device is used for charging the electric non-motor vehicles, and a management server is used for uniformly and real-timely monitoring energy of the electric non-motor vehicles in the area, and according to current state information of the electric non-motor vehicles in the area and electric quantity demand information of environment load equipment in the area, the electric non-motor vehicles which are not discharged to the outside at present in the area are determined to start discharging to the outside, and the electric non-motor vehicles which are discharged to the outside at present are stopped discharging to the outside, so that the purposes of uniformly controlling, managing and distributing battery energy storage in the electric non-motor vehicles in the area in real time are achieved, the electric non-motor vehicles are utilized for storing energy and releasing the energy to the environment load equipment in the area are achieved, and the effects of energy conservation and emission reduction are achieved.

Description

Regional electric non-motor vehicle energy control system

Technical Field

The disclosure relates to the technical field of new energy, in particular to an regional electric non-motor vehicle energy control system.

Background

Along with the orderly promotion of the national 'two-carbon' strategy, namely reaching the 'carbon reaching peak' in 2030, realizing the 'carbon neutralization' in 2060, concepts such as low-carbon cities, low-carbon communities, low-carbon campuses, low-carbon parks, low-carbon traveling and the like gradually become hot spots, and town construction work is gradually explored to be converted to comprehensive green low-carbon development. Low carbonization, which is a relatively closed and uniformly managed area, is of great importance for the smooth advance of the "two carbon" strategy.

The residents in the area can conveniently travel by using the electric non-motor vehicle. At present, most of electric non-motor vehicles in the area are in individual scattered distribution states, and energy storage in batteries of the electric non-motor vehicles in the area is only used for resident traveling.

Disclosure of Invention

The purpose of the present disclosure is to provide an energy control system for regional electric non-motor vehicles, which performs unified management and scheduling on electric non-motor vehicles in a home region, so as to realize the effects of using the electric non-motor vehicles in the region as a medium of distributed energy storage, externally discharging electric energy stored in a battery of the regional electric non-motor vehicles to supply the electric energy to regional environmental load equipment, reducing the electricity cost of the regional environmental load equipment, and improving the energy utilization efficiency.

According to a first aspect of the present disclosure, there is provided a regional electric non-motor vehicle energy control system comprising: the system comprises a clean energy conversion device, a management server and at least two electric non-motor vehicles which are in communication connection with the management server and are uniformly managed by an area, wherein:

the clean energy conversion device is used for converting clean energy except electric energy into electric energy and then charging batteries of the electric non-motor vehicles, and the clean energy is solar energy or wind energy;

the management server is configured to perform the following discharge monitoring operations in real time: determining a first electric non-motor vehicle for starting an outward discharging operation and a second electric non-motor vehicle for stopping the outward discharging operation in each electric non-motor vehicle according to the current state information of each electric non-motor vehicle and the electric quantity demand information of the environment load equipment in the area, sending an outward discharging instruction to each first electric non-motor vehicle, and sending an outward discharging stopping instruction to each second electric non-motor vehicle;

each of the electric non-motor vehicles is configured to: in response to receiving the external discharge instruction from the management server, performing an external discharge operation including converting at least a portion of electrical energy in the battery within the electric non-motor vehicle into direct current, and transmitting the converted direct current to an environmental electricity line of the area, the environmental electricity line providing electrical energy to the environmental load device within the area; and stopping executing the external discharge operation in response to receiving the external discharge stopping instruction from the management server.

In some alternative embodiments, a non-motorized lane is disposed within the region; and

the clean energy conversion device comprises at least one energy conversion unit arranged on or beside the non-motor vehicle lane.

In some alternative embodiments, the sum of the lengths of the at least one energy conversion unit extending along the non-motorized lane is a preset length.

In some alternative embodiments, the regional electric non-motor vehicle energy control system further comprises at least one wireless charging unit for charging the electric non-motor vehicle in a contactless manner, the wireless charging unit being disposed around the non-motor vehicle lane.

In some alternative embodiments, a positioning device for determining the current position of the electric non-motor vehicle is arranged in the electric non-motor vehicle; and the current state information of the electric non-motor vehicle comprises at least one of the following: the electric non-motor vehicle comprises a current running state, a current external discharging state, a current residual electric quantity and a current position.

In some alternative embodiments, the management server is further configured to: monitoring the current position of each electric non-motor vehicle in real time; in response to detecting that there is an out-of-zone electric non-motor vehicle currently in an electrically-driven running state and located outside the zone in each of the electric non-motor vehicles, sending a first stop driving instruction to each of the out-of-zone electric non-motor vehicles; or, in response to monitoring that there is an off-lane electric non-motor vehicle that is currently in an electric drive running state and is located outside the non-motor lane in the region, sending a second stop driving instruction to each off-lane electric non-motor vehicle;

Each of the electric non-motor vehicles is further configured to: in response to receiving the first stop drive instruction from the management server, setting the electric non-motor vehicle to an electric non-drivable state; in response to receiving the second stop drive instruction from the management server, the electric non-motor vehicle is set to an electric non-drivable state.

In some optional embodiments, the determining, in each of the electric non-motor vehicles, the first electric non-motor vehicle that starts the discharge operation to the outside and the second electric non-motor vehicle that stops the discharge operation to the outside according to the current status information of each of the electric non-motor vehicles and the electric quantity demand information of the in-area environmental load device includes:

determining the electric non-motor vehicles meeting all conditions in a discharge condition set in the electric non-motor vehicles as candidate discharge electric non-motor vehicles, and determining a first electric non-motor vehicle for starting an external discharge operation in the candidate discharge electric non-motor vehicles based on the electric quantity demand information of the environmental load equipment in the area;

and determining the electric non-motor vehicle which is currently in an outward discharge state and meets at least one condition in a discharge stopping condition set in each electric non-motor vehicle as a second electric non-motor vehicle for stopping the outward discharge operation.

In some alternative embodiments, the set of discharge conditions includes: the external discharge parking area is currently located in the area, is currently in a static state, is not currently in an external discharge state, and the current residual electric quantity is larger than a preset electric quantity threshold value; the set of discharge stopping conditions includes: the current remaining electric quantity is not larger than the preset electric quantity threshold value; the preset electric quantity threshold is determined based on the electric quantity required by the electric non-motor vehicle to travel a first preset distance under electric drive.

In some optional embodiments, the determining, based on the power demand information of the in-area environmental load device, a first electric non-motor vehicle that starts an out-discharge operation in each of the candidate-discharge electric non-motor vehicles includes:

determining the expected total electricity consumption of the environment load equipment in each area within a first preset time period in the future;

determining the sum of the dischargeable electric quantity of each candidate discharging electric non-motor vehicle, wherein the dischargeable electric quantity of each candidate discharging electric non-motor vehicle is the difference of the current residual electric quantity of the corresponding candidate discharging electric non-motor vehicle minus the preset electric quantity threshold value;

Determining whether the sum of dischargeable electric quantities is greater than the sum of predicted electric quantity consumptions;

in response to determining no, determining each of the candidate discharging electric non-motor vehicles as a first electric non-motor vehicle that starts an external discharging operation;

in response to determining that the dischargeable electric quantity of each candidate discharging electric non-motor vehicle in the preset first time period in the future is ordered from large to small, and determining the N candidate discharging electric non-motor vehicles before ordering as the first electric non-motor vehicle for starting the external discharging operation, wherein the sum of the dischargeable electric quantity of the N candidate discharging electric non-motor vehicles before ordering in the preset first time period in the future is larger than the expected electric quantity consumption sum, and the sum of the dischargeable electric quantity of the N candidate discharging electric non-motor vehicles before ordering in the preset first time period in the future is not larger than the expected electric quantity consumption sum, and N is a positive integer.

In some optional embodiments, the determining the sum of the estimated power consumption of each of the regional environmental load devices within the first preset time period in the future includes:

and determining the estimated total power consumption of the environmental load equipment in each area in the first preset time period in the future according to the historical power consumption record of the environmental load equipment in each area in the second preset time period before the current time.

In some alternative embodiments, the current state information of the electric non-motor vehicle further includes a current reservation state of the electric non-motor vehicle, and the discharge condition set further includes a current reservation state being no reservation, and the stop discharge condition set further includes a current reservation state being reserved.

In some optional embodiments, the current state information of the electric non-motor vehicle further includes a current reservation state of the electric non-motor vehicle and a reserved user identification, a reserved departure address and a destination address of the electric non-motor vehicle, and the discharging condition set further includes the following conditions: the current reservation state of the electric non-motor vehicle is no reservation or the current residual electric quantity of the electric non-motor vehicle is larger than the larger electric quantity in the reserved required electric quantity and a preset electric quantity threshold value, wherein the reserved required electric quantity is an electric quantity requirement determined according to the path length between a reserved destination address and a departure address of the electric non-motor vehicle.

The area is used as a relatively closed area which can be managed uniformly, and if the energy storage in the electric non-motor vehicle battery in the area can be controlled and managed uniformly, the electric energy stored in the electric non-motor vehicle battery can be utilized more conveniently, so that the low-carbon target can be realized quickly. In order to achieve regional low carbonization, the regional electric non-motor vehicle energy control system provided by the disclosure can be applied to a relatively closed and uniformly managed region, a plurality of electric non-motor vehicles are distributed in the region so as to facilitate traveling of users in the region, the electric non-motor vehicles are charged by a clean energy conversion device, the electric non-motor vehicles are utilized as distributed energy storage carriers of electric energy, the management server uniformly monitors the energy of the electric non-motor vehicles in the region in real time, and according to the current state information of each electric non-motor vehicle in the region and the electric quantity demand information of environment load equipment in the region, the electric non-motor vehicles which are not currently discharged to the outside are determined to start the outside to be discharged, and the electric non-motor vehicles which are currently discharging to the outside are stopped, so that the purposes of uniformly controlling, managing and distributing the battery energy storage in the electric non-motor vehicles in the region in real time can be achieved, and the effects of energy saving and emission reduction are achieved by utilizing the electric non-motor vehicles to store energy and releasing the energy storage to environment load equipment in the region. The electric non-motor vehicle can also meet the travel demands of users in the area, and is favorable for reducing carbon emission in the area and guiding the low-carbon life behaviors of the users, so that the low carbonization of the area is realized.

Drawings

Other features, objects and advantages of the present disclosure will become more apparent upon reading of the detailed description of non-limiting embodiments, made with reference to the following drawings:

FIG. 1 is a schematic structural view of one embodiment 10 of a regional electric non-motor vehicle energy control system according to the present disclosure;

FIG. 2 is a schematic structural view of one embodiment 200 of an electric non-motor vehicle according to the present disclosure;

FIG. 3A is a timing diagram of one embodiment 300 of a regional electric non-motor vehicle energy control system timing flow according to the present disclosure;

FIG. 3B is an exploded flow chart of one embodiment of step 301 in the sequence 300 shown in FIG. 3A according to the present disclosure;

FIG. 3C is an exploded flow chart of one embodiment of step 3011 in step 301 shown in FIG. 3B in accordance with the present disclosure;

FIG. 3D is an exploded flow chart of one embodiment of step 30112 in step 3011 shown in FIG. 3C in accordance with the present disclosure;

FIG. 4 is a schematic diagram of one embodiment 400 of a low carbon area provided with an area electric non-motor vehicle energy control system according to the present disclosure.

Detailed Description

The present disclosure is described in further detail below 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 limiting of the invention. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.

In the description of the present disclosure, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and the like indicate orientations or positional relationships, which are merely for convenience in describing the present disclosure and simplifying the description, and do not indicate or imply that the devices or elements being referred to must have a particular orientation, be configured and operated in a particular orientation, and thus should not be construed as limiting the present disclosure. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present disclosure, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the terms in this disclosure will be understood by those of ordinary skill in the art as the case may be.

In the description of the present disclosure, it should be noted that, without conflict, embodiments of the present disclosure and features of the embodiments may be combined with each other.

FIG. 1 illustrates one embodiment 10 of a regional electric non-motor vehicle energy control system according to the present disclosure. As shown in fig. 1, the regional electric non-motor vehicle energy control system 10 may include a clean energy conversion device 130, a management server 110, a network 120, and at least two electric non-motor vehicles 200 communicatively connected to the management server 110 via the network 120.

Here, the area may refer to a region that is relatively independent and has a certain range of plots and has a characteristic of unified management, and may be, for example, a residential area, a park, a campus, various types of parks (a science and technology park, an industrial park, a business park), or the like.

The clean energy conversion device 130 is used for converting clean energy other than electric energy into electric energy and then charging the battery of each electric non-motor vehicle 200.

It should be noted that, the clean energy conversion device 130 may directly charge the electric non-motor vehicle 200 by using the converted electric energy, or may store the converted electric energy first and then charge the electric non-motor vehicle 200.

The electric non-motor vehicles in the area are charged by clean energy, and the electric energy stored in the electric non-motor vehicles is externally released to the environment load equipment in the area when the electric non-motor vehicles are suitable, so that the electric energy can be stored in the electric non-motor vehicles when the natural conditions are suitable for clean energy conversion, and the electric energy stored in the electric non-motor vehicle battery can also supply power to the environment load equipment when the natural conditions are not suitable for energy conversion, thereby reducing the battery investment required by the storage of the clean energy, improving the energy utilization rate, and being low-carbon and environment-friendly. In addition, compared with the condition that commercial electricity is mostly used by environmental load equipment in the existing area, the clean energy electricity cost is lower, and finally the electricity cost of public service electric equipment in the area is reduced.

The electric non-motor vehicle 200 is configured to operate within an area and to be uniformly managed by a home area manager.

Alternatively, the management server 110 may be disposed within the area. Alternatively, the management server 110 may be disposed outside the area, for example, the management server 110 may be a cloud server.

The electric non-motor vehicle 200 can be a two-wheeled electric non-motor vehicle, an electric tricycle, an electric scooter or an electric balance vehicle driven by electric assistance. Alternatively, the electric vehicle 200 may be various electric vehicles for old age or electric sightseeing in an area. Still alternatively, the electric non-motor vehicle 200 may be various electric water-moving tools, such as an electric boat.

The network 120 is a medium used to provide a communication link between the management server 110 and the electric non-motor vehicle 200. The network 120 may include various connection types, such as wired, wireless communication links, or fiber optic cables, among others. Accordingly, the communication manner between the management server 110 and the electric non-motor vehicle 200 may be wired communication or wireless communication, and may be direct communication or indirect communication.

The management server 110 may be a server providing various services, such as a background server that communicates with the electric non-motor vehicle 200 to manage the external discharge of the electric non-motor vehicle 200.

The management server 110 may be hardware or software. When the management server 110 is hardware, it may be implemented as a distributed server cluster formed by a plurality of servers, or may be implemented as a single server. When the management server 110 is software, it may be implemented as a plurality of software or software modules (e.g., for providing electric non-motor vehicle management services), or as a single software or software module. The present invention is not particularly limited herein.

It should be understood that the number of clean energy converting devices, electric non-motor vehicles, networks and management servers in fig. 1 is merely illustrative. According to the implementation requirement, the system can be provided with any two or more electric non-motor vehicles, any number of networks and management servers.

Referring now to fig. 2, fig. 2 is a schematic structural view of one embodiment 200 of an electric non-motor vehicle according to the present disclosure.

As shown in fig. 2, the electric non-motor vehicle 200 may include a charging interface 201, a battery 202, a direct current-direct current converter (DC-DC converter) 203, an external discharging interface 204, an internal discharging interface 205, a control device 206, a driving device 207, an electric motor 208, a running gear 209, and a communication device 210.

The battery 202 may be charged through the charging interface 201. That is, the charging interface 201 of the electric non-motor vehicle 200 may be detachably connected to the clean energy conversion device 130, and thus the electric energy converted by the clean energy conversion device 130 may be transmitted to the corresponding battery 202 through the charging interface 201 of the electric non-motor vehicle 200 for electric energy storage. Alternatively, the clean energy source may be electrical energy or wind energy. That is, the clean energy converting device 130 may be a solar energy converting device or a wind energy converting device.

In one implementation, the charging device that charges the battery 202 may be disposed inside the electric non-motor vehicle 200, and in another implementation, the charging device that charges the battery 202 may also be disposed outside the electric non-motor vehicle 200. The charging device may be an ac-dc converter that converts ac power into an acceptable voltage for the battery 202 and inputs the converted voltage to the battery 202 through the charging interface 201. For example, the current converted by the clean energy converting device 130 is converted into an ac current and then is input into an in-area power grid, and the in-area power grid provides the ac current to the charging interface 201 of the electric non-motor vehicle 200. The charging device for charging the battery 202 may also be a dc-dc converter that converts dc to a voltage acceptable to the battery 202 and inputs the voltage to the battery 202 via the charging interface 201. For example, the direct current converted by the clean energy converting device 130 is input to the in-area charging pile, and the in-area charging pile provides the direct current to the charging interface 201 of the electric non-motor vehicle 200.

The charging interface 201 of the electric non-motor vehicle 200 may be detachably connected to an electric network, a charging pile or a power exchange station in the area, so that the output electric energy of the electric network, the charging pile or the power exchange station in the area may be transmitted to the corresponding battery 202 for storage through the charging interface 201 of the electric non-motor vehicle 200.

Alternatively, a charging dock may be provided in the area that specifically parks the electric non-motor vehicle and may charge the electric non-motor vehicle. The number of charging dock may be at least one. Each charging dock may be provided with a corresponding in-area grid, charging post or power exchange station.

For example, the charging parking area can be set nearby according to the traveling habits of people in the area. For example, for communities, a charging parking area may be provided at a community doorway, a unit building doorway, etc. to meet the travel needs of occupants from the unit building doorway to the community doorway.

The current output by the battery 202 can be converted into direct current by the DC-DC converter 203 and then discharged to the outside through the external discharge interface 204. Here, discharging to the outside means discharging to an electric power line or a load device other than the electric non-motor vehicle 200. It will be appreciated that the battery 202 may be used to internally discharge devices in the electric non-motor vehicle 200 that require electric power by way of the internal discharge interface 205 in addition to externally discharging. For example, the electric power generated by the internal discharge of the battery 202 can be provided to the driving device 207 to drive the motor 208, and the traveling device 209 is driven by the motor 208 to rotate so as to realize the overall movement of the electric non-motor vehicle 200. The power generated by discharging the battery 202 may also be provided to the control device 206 and the communication device 210.

It is understood that other components may be included in the electric non-motor vehicle 200, such as, but not limited to, light components, sound components, brake components, etc., and that the power generated by the internal discharge of the battery 202 may also be provided to other components in the electric non-motor vehicle 200 that require power, such as light components, sound components, etc.

An environmental power line and an environmental load device can also be arranged in the area. The environmental power line may be a power line within the area for providing electrical power to the environmental load device.

The external discharge interface 204 of the electric non-motor vehicle 200 may be connected to an environmental power line in the area to enable direct current generated by discharging the battery 202 in the electric non-motor vehicle 200 to be input to the environmental power line and provide the direct current to environmental load devices in the area through the environmental power line. Here, the environmental load device may refer to public service consumers within an area. For example, the environmental load devices may include in-area utility lighting devices, charging piles, power stations, elevator devices, garage devices, utility outlet powered devices, cleaning devices, sewage pumps, deep water pumps, or fire fighting devices, etc. Lighting devices such as street lamps in an area, lights and emergency lights in a corridor, lights and emergency lights in a garage, etc. Garage devices such as garage power doors, billing devices, lifting devices, and the like. For parks, the environmental load device may also be various dining consumers (e.g., an electric steamer, an electric oven, a range hood, etc.) in amusement rides in the park, in restaurants in the park, or in campuses.

Commercial electricity is usually used by public service electric equipment in the current area, and the electricity cost is high. The electric energy stored in the electric non-motor vehicle in the area and converted by the clean energy is used for supplying power to the public service electric equipment, so that the electricity cost of the public service electric equipment can be greatly reduced.

It will be appreciated that in practice, since the voltage and current output by the ambient electrical line may not correspond to the input voltage and current of the ambient load device, different voltage and/or current converters may be provided between the ambient electrical line and the ambient load device accordingly to enable the ambient electrical line to provide power to the local ambient load device.

The control device 206 may control the current output from the battery 202 to be discharged to the outside through the external discharge interface 204 after being converted into direct current by the DC-DC converter 203, or may control the current output from the battery 202 to be supplied to each component requiring power to be driven (for example, the control device 206, the driving device 207, the motor 208, the communication device 210, etc.) inside the electric non-motor vehicle 200 through the internal discharge interface 205.

The control device 206 may be electrically connected to the communication device 210 to communicate with the management server 110, and receive the instruction sent by the management server 110 through the communication device 210, so that the control device 206 may parse and execute the received instruction. The communication device 210 may be, for example, a wired network communication device or a wireless network communication device.

The electric non-motor vehicle 200 in this embodiment may be a shared electric non-motor vehicle, and the vehicle body may be attached with a vehicle identification (e.g., a vehicle identification code, a vehicle identification barcode, a vehicle identification two-dimensional code, etc.) and a vehicle lock, and the user may unlock and use the electric non-motor vehicle 200 by providing the vehicle identification (e.g., inputting the vehicle identification code, or scanning the vehicle identification barcode or the two-dimensional code) and authentication (e.g., paying a corresponding fee or providing regional authorized user information).

In some alternative embodiments, a non-motorized lane may be provided within the area, and the electric non-motorized vehicle 200 may travel on the non-motorized lane to achieve a split of the human vehicle.

Optionally, when a non-motor vehicle lane is provided in the area, the clean energy conversion device 130 in the area electric non-motor vehicle energy control system 10 may further include at least one energy conversion unit provided on or beside the non-motor vehicle lane.

Here, the energy conversion unit may be, for example, a solar panel. The existing solar cell panel is usually arranged on the top of a parking shed and the like, belongs to 'point distribution', and limits the area of photovoltaic power generation. The solar cell panel is arranged on or beside a non-motor vehicle lane, so that the point distribution of the electric solar cell panel can be converted into line distribution, and the photovoltaic power generation area is effectively increased. In addition, preferably, the energy conversion units may extend along the non-motor vehicle lane, and the sum of the lengths of the extension of the respective energy conversion units along the non-motor vehicle lane may be a preset length. The preset length may be determined based on the sum of the battery capacity of each electric non-motor vehicle in the area and the amount of power required by the environmental load devices in the area. The electric quantity required by the electric non-motor vehicles and the environmental load equipment in the area is provided by clean energy such as solar energy or wind energy as much as possible, the energy is saved, the carbon is reduced, the electricity purchasing cost from a power grid is saved, and the self-sufficiency of the electric quantity in the area is realized.

Similarly, in case the clean energy source is wind energy, the energy conversion unit may be a wind power plant. The wind power plant may also be arranged along the non-motor vehicle lane above or beside it, alternatively the sum of the lengths of the wind power plant extending along the non-motor vehicle lane may also be a preset length.

In some alternative embodiments, the regional electric non-motor vehicle energy control system 10 may further include at least one wireless charging unit 140 for charging the electric non-motor vehicle 200 in a contactless manner, the wireless charging unit 140 being positionable around a non-motor vehicle lane. Here, the wireless charging unit 140 may employ any wireless charging technology now known or developed in the future, which is not particularly limited in this disclosure. In this way, the wireless charging unit 140 can charge the electric non-motor vehicle 200 during the running of the electric non-motor vehicle 200 over the non-motor vehicle lane, thereby improving the charging efficiency of charging the electric non-motor vehicle 200. In addition, alternatively, the wireless charging unit 140 may be electrically connected to the clean energy conversion device 130, so as to supply the electric energy generated by the clean energy conversion device 130 to the wireless charging unit 140, thereby realizing wireless charging of the electric non-motor vehicle 200 by the clean energy.

In some alternative embodiments, the electric non-motor vehicle 200 may also be provided with positioning means 211 for determining the current position of the electric non-motor vehicle 200. Accordingly, the management server 110 may obtain the current position of each electric non-motor vehicle 200 through the communication device 210 in the electric non-motor vehicle 200, so as to realize real-time monitoring of the current position of each electric non-motor vehicle 200 managed by the management server 110.

With continued reference to fig. 3A, a timing flow 300 of one embodiment of a regional electric non-motor vehicle energy control system in accordance with the present disclosure is shown, the timing flow 300 being applicable to the regional electric non-motor vehicle energy control system 10 as shown in fig. 1. The timing flow 300 includes the steps of:

in step 301, the management server performs a discharge monitoring operation in real time.

Here, the management server may perform the discharge monitoring operation in real time. The discharge monitoring operation may include steps 3011 and 3012 as shown in fig. 3B.

Step 3011, determining a first electric non-motor vehicle for starting the external discharge operation and a second electric non-motor vehicle for stopping the external discharge operation in each electric non-motor vehicle according to the current state information of each electric non-motor vehicle and the electric quantity demand information of the environment load equipment in the area.

The management server is responsible for managing the areas where each electric non-motor vehicle may currently be in various states. In order to uniformly manage each electric non-motor vehicle in the area and schedule external discharge in real time, the management server can acquire current state information of each electric non-motor vehicle in real time.

Here, the current status information of the electric non-motor vehicle may include, but is not limited to, various product hardware attribute parameter information, current operation and running status information of the electric non-motor vehicle.

Alternatively, the current state information of the electric non-motor vehicle may include a current running state, a current externally discharged state, and a current remaining power of the electric non-motor vehicle.

The current running state of the electric non-motor vehicle can be a running state or a static state.

The current outward discharge state of the electric non-motor vehicle can be an outward discharge state or a non-outward discharge state. Wherein the external discharge state is used to characterize that the electric non-motor vehicle is currently discharging the electric non-motor vehicle exterior (e.g., an in-area environmental power line or an in-area environmental load device). The no-external discharge state is used to characterize that the electric non-motor vehicle is not currently discharging the electric non-motor vehicle exterior (e.g., an in-area environmental power line or an in-area environmental load device).

The current remaining power of the electric non-motor vehicle is used to characterize the remaining power of the battery in the electric non-motor vehicle.

Alternatively, the current state information of the electric non-motor vehicle may further include a current reservation state of the electric non-motor vehicle. The current reservation state of the electric non-motor vehicle can be reserved or not reserved.

Optionally, the current status information of the electric non-motor vehicle may further include a reservation user identifier, a reservation departure address and a destination address of the current reserved electric non-motor vehicle.

In practice, an in-area user may reserve an electric non-motor vehicle by:

the user can designate the electric non-motor vehicle and fill in corresponding reservation information to realize reservation of the electric non-motor vehicle. After the user reserves the electric non-motor vehicle, the current reservation state of the electric non-motor vehicle appointed by the user can be set to be reserved, and reservation information of the electric non-motor vehicle is correspondingly set. For example, a user may scan a two-dimensional code posted on an electric non-motor vehicle to designate the electric non-motor vehicle by using a terminal device (e.g., a smart phone) with an electric non-motor vehicle management class application installed thereon or accessing a designated electric non-motor vehicle management class web page.

The user may not specify a specific electric non-motor vehicle to reserve the electric non-motor vehicle, and only needs to fill in reservation information. Alternatively, the user may specify the model of the electric non-motor vehicle, such as whether it is an electric bicycle or an electric tricycle. The management server can determine the electric non-motor vehicle reserved by the user in the electric non-motor vehicles meeting the conditions in the area according to the reservation information filled by the user or according to the reservation information and the vehicle type information under the condition that the user designates the vehicle type, set the determined current reservation state of the electric non-motor vehicle as reserved, and set the reservation information of the electric non-motor vehicle correspondingly. Optionally, when the positioning device is provided in the electric non-motor vehicle of the regional electric non-motor vehicle energy control system, the current state information of the electric non-motor vehicle may further include a current position of the electric non-motor vehicle.

The current location of the electric non-motor vehicle is used to characterize the current specific location of the electric non-motor vehicle or whether the electric non-motor vehicle is within an area.

The power demand information of the environmental load devices in the area can be used for representing the power demand of the environmental load devices in a first preset time period in the future. Here, the first preset time period may be a time period preset by a technician according to actual needs.

In this embodiment, the management server may determine, in each electric non-motor vehicle, a first electric non-motor vehicle that starts the discharge operation to the outside and a second electric non-motor vehicle that stops the discharge operation to the outside according to the current state information of each electric non-motor vehicle and the electric quantity demand information of the environmental load device in the area by adopting various implementation manners.

For example, the management server may determine, according to a preset determination rule, a first electric non-motor vehicle that starts an external discharge operation and a second electric non-motor vehicle that stops the external discharge operation in each electric non-motor vehicle according to current state information of each electric non-motor vehicle and electric quantity demand information of the in-area environment load device within a first preset time period in the future. Here, the preset determination rule may be a calculation formula formulated by a technician according to the actual situation in the area and stored in the management server for calculating current state information of each electric non-motor vehicle and electric quantity demand information of the environmental load device in the area. Alternatively, the first preset time period may be less than 24 hours. For example, the first preset time period may be 8 hours or more and 13 hours or less.

In some alternative embodiments, step 3011 may include steps 30111 to 30113 as shown in fig. 3C:

step 30111, determining the electric non-motor vehicles meeting all conditions in the discharge condition set in each electric non-motor vehicle as candidate discharge electric non-motor vehicles.

Here, the discharge condition group may include at least one discharge condition preset by a technician according to actual needs and stored to the management server.

When the electric non-motor vehicle satisfies all conditions in the discharge condition group, the corresponding electric non-motor vehicle is determined to be a candidate discharge electric non-motor vehicle having a possibility of starting an external discharge operation.

In some alternative implementations, when the current state information of the electric non-motor vehicle includes a current running state of the electric non-motor vehicle, a current externally discharged state, and a current remaining power, the set of discharge conditions may include the following conditions: and the current state is in a static state, the current state is not in an outward discharge state, and the current residual electric quantity is not larger than a preset electric quantity threshold value.

That is, only when the electric non-motor vehicle is currently in a stationary state, is not in an outward discharge state, and the current remaining power is greater than a preset power threshold, the possibility of starting the outward discharge operation is possible.

When the electric non-motor vehicle is in a traveling state, only electric non-motor vehicle internal components (for example, a control device, a driving device, a traveling device, a communication device, a light component, a sound component, and the like) can be discharged, but electric non-motor vehicle external components cannot be discharged, for example, an environmental electric line in an area cannot be discharged. And when the electric non-motor vehicle is in a static state, the electric non-motor vehicle can be discharged to the outside of the electric non-motor vehicle. Thus, the set of discharge conditions should include that the electric non-motor vehicle is currently in a stationary state.

When the electric non-motor vehicle is in the external discharging state currently, the electric non-motor vehicle is in the state of discharging the outside, and external discharging operation is not started again for the electric non-motor vehicle. Thus, the set of discharge conditions should include that the electric non-motor vehicle is not currently in an externally discharged state.

In addition, when the current residual electric quantity of the electric non-motor vehicle is not more than the preset electric quantity threshold value, the residual electric quantity of the battery in the electric non-motor vehicle is not more, and the electric non-motor vehicle is not suitable for discharging outwards again in order to ensure the basic travel requirement of the electric non-motor vehicle, namely is not suitable for restarting the external discharging operation for the corresponding electric non-motor vehicle. Thus, the set of discharge conditions should include that the current remaining charge of the electric non-motor vehicle is not greater than a preset charge threshold.

Alternatively, the preset power threshold may be determined based on a power required by the electric non-motor vehicle to travel a first preset distance under electric drive. That is, if the current remaining power of the electric non-motor vehicle is lower than the preset power threshold, the electric non-motor vehicle will not be able to travel the first preset distance. Therefore, in order to ensure that the electric non-motor vehicle can travel at least the first preset distance, when the current electric quantity of the electric non-motor vehicle is not greater than the preset electric quantity threshold value, the electric non-motor vehicle is not suitable for discharging outwards. Here, the first preset distance may be a non-motor vehicle lane travel path length between the farthest two points in the area. Further, it is possible to ensure that a user in the area can use electric power in the electric non-motor vehicle to complete traveling between the two furthest points in the area.

Optionally, when the current state information of the electric non-motor vehicle further includes the current position, the discharging condition set may further include: the electric non-motor vehicle is currently located in an externally discharged parking area within the area.

Here, considering that the area has a corresponding area plan, according to the corresponding area plan, an electric power utilization line for inputting electric power generated by external discharge of the battery in the electric non-motor vehicle parked in the area into the area can be provided in the external discharge parking area in the area. That is, an environmental power line may be provided within the outside discharge parking area and/or within a second preset distance range outside the outside discharge parking area.

It should be noted that the external discharging parking area may be the same as the charging parking area, or partially the same as the charging parking area, or completely different from the charging parking area.

On the contrary, when the electric non-motor vehicle is parked outside the externally discharged parking area, the electric non-motor vehicle is indicated that the electric energy generated by externally discharging the battery in the electric non-motor vehicle cannot be input to the environment electric line in the area even if the electric non-motor vehicle is externally discharged. Thus, the set of discharge conditions should include an externally discharged parking zone where the electric non-motor vehicle is currently located within the area.

In summary, the set of discharge conditions may include: the electric non-motor vehicle is currently located in an external discharge parking area in an area, is currently in a static state, is not currently in an external discharge state, and the current residual electric quantity is larger than a preset electric quantity threshold value.

Optionally, when the current state information of the electric non-motor vehicle further includes a current reservation state, the discharging condition set may further include: the current reservation state of the electric non-motor vehicle is no reservation.

That is, only when the electric non-motor vehicle is currently in a stationary state, is not in an outward discharge state, the current remaining capacity is greater than a preset capacity threshold, and is not reserved currently, the possibility of starting the outward discharge operation is possible.

Optionally, when the current state information of the electric non-motor vehicle further includes a current reservation state and a reserved user identifier, a reserved departure address and a destination address of the current reserved electric non-motor vehicle, the discharge condition set may further include the following conditions: the current reservation state of the electric non-motor vehicle is no reservation or the current residual electric quantity of the electric non-motor vehicle is larger than the larger electric quantity in the reserved required electric quantity and the preset electric quantity threshold value, wherein the reserved required electric quantity is the electric quantity requirement determined according to the path length between the reserved destination address and the departure address of the electric non-motor vehicle.

That is, in order to ensure that the electric non-motor vehicle can use the electric non-motor vehicle at a reservation time, the remaining power in the electric non-motor vehicle can ensure that the user can reach a reservation destination address from a reservation departure address, and the possibility of starting an external discharge operation is only possible if the electric non-motor vehicle is currently in a stationary state, is not in an external discharge state, and is not currently reserved or the current remaining power of the electric non-motor vehicle is greater than a larger power of both the reservation required power and a preset power threshold.

The discharge condition set identifies a candidate discharge electric non-motor vehicle that is likely to be the first electric non-motor vehicle and further to perform an external discharge operation.

Step 30112, determining a first electric non-motor vehicle for starting an external discharge operation in each candidate discharge electric non-motor vehicle based on the power demand information of the in-region environmental load device.

Here, various implementations may be employed to determine a first electric non-motor vehicle that initiates an out-of-discharge operation among the candidate discharge electric non-motor vehicles determined in step 30111 based on the power demand information of the in-region environmental load devices.

Alternatively, more power is required by the environmental load devices in the area, and more candidate discharging electric non-motor vehicles in the candidate discharging electric non-motor vehicles can be determined as the first electric non-motor vehicle for starting the external discharging operation so as to release more power to the outside. Conversely, if the amount of power required by the environmental load equipment in the area is smaller, the smaller candidate discharge electric non-motor vehicles in the candidate discharge electric non-motor vehicles can be determined as the first electric non-motor vehicle for starting the outward discharge operation, so that less power is discharged to the outside. In summary, the number of first electric non-motor vehicles of the candidate discharge electric non-motor vehicles that are determined to initiate the external discharge operation may be positively correlated with the amount of power required by the in-area environmental load devices.

For example, a first correspondence table for representing a correspondence between a total power demand value range of the environmental load device and the number of first electric non-motor vehicles to be determined may be preset. And then, inquiring the number of the first electric non-motor vehicles which corresponds to the sum of the electric quantity requirements of the environmental load equipment in the area in a first preset time period in the first corresponding relation table. And finally, selecting the first M candidate discharging electric non-motor vehicles with the largest current residual electric quantity from the candidate discharging electric non-motor vehicles as first electric non-motor vehicles. Here, M is the number of first electric non-motor vehicles to be determined obtained by the above-mentioned query.

Optionally, step 30112 may also be steps 301121 to 301125 as shown in fig. 3D:

in step 301121, a sum of the expected power consumption of each environmental load device for a first predetermined time period in the future is determined.

Here, various implementations may be employed to determine a sum of expected power consumption of each environmental load device within the area for a first predetermined time period in the future.

In practice, a technician can manually specify the expected total electricity consumption of each environmental load device in the area in the future within the first preset time period according to the actual situation.

Optionally, because the expected total power consumption of each environmental load device in the area in the future within the first preset time period often follows the historical rule, the expected total power consumption of each environmental load device in the future within the first preset time period can be determined according to the historical power consumption record of each environmental load device in the second preset time period before the current time period. Here, the historical power consumption record for each environmental load device may include a historical date, a historical date category (e.g., the historical date category may include weekdays, weekends, and holidays), a historical period category (e.g., the historical period category may include daytime periods and nighttime periods), and a historical period power consumption sum. And the management server may first generate a second correspondence table according to the historical electric quantity consumption record of each environmental load device in a second preset duration before the current time, where the second correspondence table is used to characterize a correspondence between the historical date category and the historical time period category and the historical electric quantity consumption sum. Then, determining a future date category and a future time period category corresponding to the time period in the first preset time period after the current time. And finally, inquiring the historical electricity consumption sum corresponding to the determined future date category and the determined future time period category in the second corresponding relation table, and taking the inquired historical electricity consumption sum as the expected electricity consumption sum of each environment load device in the first preset time period in the future. By adopting the alternative implementation manner, the estimated total power consumption of each environmental load device in the area can be predicted according to the historical power consumption record in the second preset time before the current time, and compared with the manual assignment manner, the accuracy of estimating the total power consumption of the environmental load device in the first preset time in the future can be improved by updating the estimated total power consumption of the environmental load device in the first preset time in real time under the condition that the historical power consumption of the environmental load device in the area changes.

In step 301122, a sum of dischargeable amounts of each of the candidate discharging electric non-motor vehicles is determined.

Here, the dischargeable electric quantity of each candidate discharging electric non-motor vehicle is a difference of a current remaining electric quantity of the corresponding candidate discharging electric non-motor vehicle minus a preset electric quantity threshold value.

Here, since the current remaining capacity of each of the candidate discharging electric non-motor vehicles is greater than the preset capacity threshold, the difference of the current remaining capacity of the candidate discharging electric non-motor vehicle minus the preset capacity threshold is a positive value.

Optionally, when the current state information of the candidate electric non-motor vehicle further includes a current reservation state and a reservation user identifier, a reservation start address and a destination address of the current reserved electric non-motor vehicle, the dischargeable electric quantity of the candidate electric non-motor vehicle is a difference value of a current remaining electric quantity of the corresponding candidate electric non-motor vehicle minus a larger electric quantity of the reserved required electric quantity and a preset electric quantity threshold value.

In step 301123, it is determined whether the sum of the dischargeable electric quantities is greater than the sum of the expected electric quantities.

If it is determined not to be greater, execution proceeds to step 301124.

If it is determined to be greater, execution proceeds to step 301125.

Step 301124, each of the candidate discharging electric non-motor vehicles is determined as the first electric non-motor vehicle that starts the external discharging operation.

If it is determined in step 301123 that the sum of the dischargeable electric quantities is not greater than the sum of the estimated electric quantity consumption, it is indicated that even if the dischargeable electric quantities of the respective candidate discharging electric non-motor vehicles are discharged to the outside, the electric quantity requirements of the respective environmental load devices in the area within the first preset time period in the future cannot be satisfied. Therefore, each candidate discharging electric non-motor vehicle can be determined to be the first electric non-motor vehicle for starting the external discharging operation, so that the electric quantity requirement of each environment load device in the area in the first preset time period in the future can be met as much as possible.

Step 301125, ordering the dischargeable electric quantities of the candidate discharge electric non-motor vehicles in a preset first time period in the future according to the order from large to small, and determining the N candidate discharge electric non-motor vehicles before ordering as the first electric non-motor vehicle for starting the discharge operation.

If it is determined in step 301123 that the sum of the dischargeable electric quantities is greater than the sum of the expected electric quantity consumptions, the dischargeable electric quantities of the respective candidate discharging electric non-motor vehicles are sufficient to satisfy the electric quantity requirements of the respective environmental load devices in the area for a first predetermined time period in the future. Therefore, the dischargeable electric quantity of each candidate discharge electric non-motor vehicle in the first time period preset in the future can be ordered from large to small, and the first N candidate discharge electric non-motor vehicles in the order are determined to be the first electric non-motor vehicle for starting the discharge operation.

Here, the sum of the dischargeable electric quantities of the N candidate discharging electric non-motor vehicles before the sorting is larger than the sum of the expected electric quantity consumption in the future preset first time period, and the sum of the dischargeable electric quantities of the N (1) candidate discharging electric non-motor vehicles before the sorting is not larger than the sum of the expected electric quantity consumption in the future preset first time period. The N electric non-motor vehicles with the largest electric quantity capable of being discharged in a first time period preset in the future are selected as the first electric non-motor vehicles, so that more residual electric quantity of each candidate electric non-motor vehicle is ensured as much as possible, and a basic running function that the candidate electric non-motor vehicles can run for a first preset distance under the action of electric power at any time is ensured. In addition, when the discharge monitoring operation is executed in real time next time, the switching times of switching the electric non-motor vehicle in the external discharge state to the second electric non-motor vehicle stopping the external discharge operation can be reduced, or the switching times of switching the electric non-motor vehicle in the external discharge state to the first electric non-motor vehicle starting the external discharge operation can be reduced, the operation complexity caused by frequent switching is reduced, and the electric energy loss possibly caused by the switching operation can be reduced.

The first electric non-motor vehicle that is about to initiate an external discharge operation may be determined, via step 30112.

Step 30113, determining the electric non-motor vehicle which is currently in the outward discharge state and satisfies at least one condition in the discharge stopping condition set in each electric non-motor vehicle as the second electric non-motor vehicle for stopping the outward discharge operation.

When the electric non-motor vehicle is currently in the outward discharge state and at least one condition of the discharge stopping condition set is satisfied, the corresponding electric non-motor vehicle is determined as a second electric non-motor vehicle performing the discharge stopping operation. That is, if the electric non-motor vehicle is already currently in the outward discharge state and at least one condition of the discharge stop condition set is satisfied, the electric non-motor vehicle will be determined as a second electric non-motor vehicle that stops the outward discharge operation, that is, the second electric non-motor vehicle may stop the outward discharge operation currently being performed.

Alternatively, stopping the discharge condition group may include: the current remaining electric quantity is not larger than a preset electric quantity threshold value.

If the electric non-motor vehicle is currently in an outward discharging state and the electric non-motor vehicle is not in an outward discharging parking area in the area, the electric non-motor vehicle is indicated that electric energy generated by outward discharging of a battery in the electric non-motor vehicle cannot be input into an environment electric line in the area even if the electric non-motor vehicle is in outward discharging, and therefore the electric non-motor vehicle should stop outward discharging operation so as to ensure that the electric energy of outward discharging of the battery in the electric non-motor vehicle can be effectively transmitted to the environment electric line in the area.

If the electric non-motor vehicle is currently in an outward discharging state and the electric non-motor vehicle is currently in a driving state, the electric non-motor vehicle can not continue to discharge outward any more, so that the electric non-motor vehicle should stop the outward discharging operation to avoid that the electric energy discharged by the battery in the electric non-motor vehicle to the outside can not be transmitted to the environment electric line in the area.

If the electric non-motor vehicle is currently in an outward discharge state, and the residual electric quantity of the electric non-motor vehicle is not more than a preset electric quantity threshold value, the electric non-motor vehicle is not suitable for outward discharge. If the external discharge is continued, the distance that the electric non-motor vehicle can travel when the user uses the electric non-motor vehicle will not exceed the travel distance corresponding to the preset electric quantity threshold value, and the travel requirement of the user cannot be guaranteed. Therefore, the electric non-motor vehicle should stop the external discharge operation to ensure the basic function that the electric non-motor vehicle can travel a certain distance.

Optionally, when the current state information of the electric non-motor vehicle further includes the current reservation state, the stopping discharging condition set may further include: the current reservation state of the electric non-motor vehicle is reserved.

That is, if there is a user reservation for an electric non-motor vehicle, the electric non-motor vehicle is not suitable for discharging outside.

Optionally, when the current state information of the electric non-motor vehicle further includes a current reservation state and a reserved user identifier, a reserved departure address and a destination address of the current reserved electric non-motor vehicle, the discharge stopping condition set may further include the following conditions: the current reservation state of the electric non-motor vehicle is reserved, and the current residual electric quantity of the electric non-motor vehicle is smaller than or equal to the larger electric quantity in the reserved required electric quantity and the preset electric quantity threshold value, wherein the reserved required electric quantity is the electric quantity requirement determined according to the path length between the reserved destination address and the departure address of the electric non-motor vehicle.

That is, in order to ensure that the electric non-motor vehicle can use the electric non-motor vehicle at a reservation time, the remaining power in the electric non-motor vehicle can ensure that the user can reach a reservation destination address from a reservation departure address, and if the electric non-motor vehicle is reserved and the current remaining power of the electric non-motor vehicle is less than or equal to the larger power of both the reserved required power and a preset power threshold, the external discharge operation should be stopped without being suitable for external discharge.

Step 3012, sending an external discharge command to each first electric non-motor vehicle, and sending a stop external discharge command to each second electric non-motor vehicle.

Here, the external discharge command and the stop external discharge command may be distinguished by different signal forms such as current or voltage.

After determining the first electric non-motor vehicle and the second electric non-motor vehicle in step 3011, the management server may send an external discharge instruction to each first electric non-motor vehicle, and send a stop external discharge instruction to each second electric non-motor vehicle.

The management server may perform the discharge monitoring operation in real time, and transmit the discharge command to the respective first electric non-motor vehicles, and transmit the stop discharge command to the respective second electric non-motor vehicles, via step 301.

In step 302, the electric non-motor vehicle performs an outward discharging operation in response to receiving the outward discharging instruction from the management server.

Here, if the electric non-motor vehicle receives the external discharge instruction from the management server, which indicates that the electric non-motor vehicle is not in the external discharge state, the electric non-motor vehicle needs to be switched to the external discharge state at present, that is, the external discharge operation needs to be performed. Here, the external discharging operation may include converting at least part of the electric power in the battery in the electric non-motor vehicle into direct current, and transmitting the converted direct current to an environmental power line of the area. Specifically, the control device in the electric non-motor vehicle can receive an external discharge instruction sent by the management server through the communication device. The control device can convert the direct current output by the battery into an input current acceptable by the regional environment electric line through control of the DC-DC converter, and the input current is input to the regional environment electric line through the external discharging interface, and the regional environment electric line can provide electric energy for regional environment load equipment. Thereby realizing the supply of the electric energy in the battery of the electric non-motor vehicle to the regional environmental load equipment.

After the electric non-motor vehicle starts the external discharge operation, if the external discharge stopping instruction sent by the management server is not received, the electric non-motor vehicle can be always in an external discharge state, and power is continuously supplied to the environmental load equipment.

In step 303, the electric non-motor vehicle stops executing the external discharge operation in response to receiving the external discharge stop instruction from the management server.

Here, if the electric non-motor vehicle receives the instruction to stop discharging to the outside from the management server, it indicates that the electric non-motor vehicle is originally in the state of discharging to the outside, and it is currently required to stop discharging to the outside, that is, it is required to stop performing the operation of discharging to the outside.

In some alternative embodiments, when the positioning device is disposed in the electric non-motor vehicle of the regional electric non-motor vehicle energy control system, the above-mentioned timing sequence 300 may further include the following steps 304 to 306:

step 304, the management server monitors the current position of each electric non-motor vehicle in real time.

Here, the management server may monitor the current position of each electric non-motor vehicle in real time through a positioning device and a communication device provided in each electric non-motor vehicle.

Step 305, the management server responds to the detection that the electric non-motor vehicles which are in the electric driving running state and are outside the area currently exist in the electric non-motor vehicles, and sends a first stop driving instruction to the electric non-motor vehicles outside the area; or in response to detecting that the electric non-motor vehicles are in the electric driving running state and are located outside the non-motor lane in the area, sending a second stop driving instruction to the electric non-motor vehicles outside the lane.

Because each electric non-motor vehicle in the area belongs to the area and is uniformly managed by the area, the electric non-motor vehicle in the area should run in the area, so that the management server can send a first stop driving instruction to each electric non-motor vehicle under the condition that the electric non-motor vehicle which is in the electric driving running state currently and is positioned outside the area is monitored in each electric non-motor vehicle, so as to prevent each electric non-motor vehicle from running out of the area for a long distance.

Here, when a non-motor vehicle lane is provided in the region, the electric non-motor vehicle belongs to the non-motor vehicle that should travel on the non-motor vehicle lane. If the electric non-motor vehicle runs out of the non-motor vehicle lane, the electric non-motor vehicle may cause interference to the regional environment, vehicles and residents, and is not beneficial to the normal life and safety of the regional residents. For this reason, the management server may store the position of the non-motor vehicle lane in the area, and may send the second stop driving instruction to the non-motor vehicle outside each lane when it is monitored that the non-motor vehicle outside the lane which is currently in the electric driving state and is outside the non-motor vehicle lane in the area exists in each electric non-motor vehicle.

In step 306, the electric non-motor vehicle sets the electric non-motor vehicle to the non-electrically drivable state in response to receiving the first stop drive command from the management server.

Here, if the electric non-motor vehicle receives the first stop driving instruction from the management server, indicating that the electric non-motor vehicle is out of the area, the electric non-motor vehicle may be set to the non-electrically drivable state by the control device. When the electric non-motor vehicle is in the non-electrically drivable state, even if the user triggers an electrically driven running operation for the electric non-motor vehicle (e.g., turns a vehicle handle for triggering the electrically driven running operation), the control device does not control the battery to drive the motor through the in-discharge interface, i.e., the electric non-motor vehicle does not respond to the electrically driven running operation triggered by the user.

In order to ensure the driving safety of the user of the electric non-motor vehicle, when the user drives the electric non-motor vehicle out of the area, the electric non-motor vehicle only does not respond to the electric driving operation of the user, but the user of the electric non-motor vehicle still can continue to drive through the foot pedals, and at the moment, the electric non-motor vehicle in the area can be lost if no intervention is performed. For this purpose, the control device in the off-board motor vehicle can also activate a first warning operation in which the warning device is activated after the off-board motor vehicle has been brought into an electrically non-drivable state. Here, the alarm device may include an alarm lamp (for example, the alarm device may be provided in a viewable range of a user riding an electric non-vehicle, and the alarm device may be a red alarm lamp, for example) and/or an alarm sounding device. Accordingly, when the alarm device includes an alarm lamp, the first alarm operation may include the alarm lamp flashing according to a first preset alarm flashing rule. When the alarm device includes an alarm sounding device, the first alarm operation may include the alarm device sounding a first preset alarm. Here, the duration of the first alarm operation may be equal to or greater than a third preset duration, for example, at least two minutes are required to remind the user to stop continuing to ride out of the area, and the vehicle should be returned to the area.

In step 307, the electric non-motor vehicle sets the electric non-motor vehicle to the non-electrically drivable state in response to receiving the second stop driving instruction from the management server.

Similarly, when the user drives the electric non-motor vehicle out of the non-motor vehicle lane in the driving area, the control device in the electric non-motor vehicle outside the lane only sets the electric non-motor vehicle outside the lane to a non-electrically drivable state, namely only makes the electric non-motor vehicle outside the lane no longer respond to the electric driving operation of the user, but the user of the electric non-motor vehicle outside the lane still can realize continuous driving through the pedal, and at this time, if no intervention is performed, the electric non-motor vehicle inside the lane can be caused to continue driving outside the non-motor vehicle lane. Therefore, the electric non-motor vehicle outside the lane can also start the alarm device to start the alarm operation after stopping driving the motor. Here, the warning device may include a warning lamp (for example, a warning lamp such as a red warning lamp may be provided in a viewable range when the user is riding an electric non-motor vehicle) and/or a warning sound device. Accordingly, when the alarm device includes an alarm lamp, the second alarm operation may include the alarm lamp flashing according to a second preset alarm flashing rule. When the alarm device includes an alarm sounding device, the second alarm operation may include the alarm device sounding a second preset alarm. Here, the duration of the second warning operation may be equal to or longer than a fourth preset duration, for example, at least one minute is required to remind the user to stop continuing to ride outside the non-motor vehicle lane, and the vehicle should be driven into the non-motor vehicle lane in the area.

In some alternative embodiments, the above-described timing sequence 300 may further include the following steps 308 and 309:

step 308, the management server sends a starting driving instruction to the electric non-motor vehicles in each return area in response to the detection that the electric non-motor vehicles in the return area which are currently in the non-electrically drivable state and enter the area from outside the area exist in each electric non-motor vehicle; or, in response to detecting that there is a return lane electric non-motor vehicle in the electric non-motor vehicles that is currently in the non-electrically drivable running state and that enters the inside of the non-motor lane from outside of the non-motor lane in the region, sending a start drive instruction to the electric non-motor vehicle in each return lane.

Here, the management server may indicate that the electric non-motor vehicle is moving from outside the area (e.g., is being moved under the pushing, pedaling, riding by a user or an area worker, is being moved via electric non-motor vehicle recovery vehicle transportation) into the area if it detects that there is a returning area electric non-motor vehicle that is currently in an electrically non-drivable state and that enters from outside the area into inside the area during the process of monitoring the current position of each electric non-motor vehicle in real time. At this time, the electric non-motor vehicle in the return area can be switched from the non-electrically drivable state to the electrically drivable state, and therefore the management server can send a start drive instruction to each electric non-motor vehicle in the return area.

Similarly, the management server may also detect that there is a returning electric vehicle that is currently in a non-electrically drivable state and enters the non-motor vehicle lane from outside the non-motor vehicle lane to inside the non-motor vehicle lane in the process of monitoring the current position of each electric non-motor vehicle in real time, so as to indicate that the returning electric vehicle moves from outside the non-motor vehicle lane to inside the non-motor vehicle lane (for example, is moved under the pushing or pedaling of a user or a staff in the region, and is moved through the electric vehicle returning vehicle transportation). At this time, the electric non-motor vehicle in the return lane can be switched from the non-electrically drivable state to the electrically drivable state, and therefore the management server can send a start drive instruction to the electric non-motor vehicle in each return area.

In step 309, the electric non-motor vehicle sets the electric non-motor vehicle to an electrically drivable state in response to receiving the start drive instruction from the management server.

If the electric non-motor vehicle receives a starting driving instruction from the management server, the electric non-motor vehicle can restore the electric driving state, and at the moment, the electric non-motor vehicle can be set into the electric driving state through the control device. When the electric non-motor vehicle is in the electrically drivable state, if the user triggers an electrically driven running operation (for example, rotates a vehicle handle for triggering the electrically driven running operation) on the electric non-motor vehicle, the control device can control the battery to drive the motor through the internal discharging interface so as to achieve the purpose of integrally moving the electric non-motor vehicle, namely, the electric non-motor vehicle can normally respond to the electrically driven running operation triggered by the user.

In this disclosure, the electric quantity may represent how much the object is charged, and the unit may be a coulomb (symbol C). The electric quantity can also refer to the quantity of electric energy required by electric equipment, and is also called electric energy or electric work. The unit of electrical energy may be kilowatt-hours (kW-hours). The preset electric quantity threshold value can be an electric quantity value, and can also be a ratio of the preset electric quantity.

With continued reference to fig. 4, fig. 4 shows a schematic diagram of a low carbon zone 400 provided with a zone electric non-motor vehicle energy control system.

As shown in fig. 4, a plurality of buildings 410 are included in the low carbon region 400. The periphery of the plurality of buildings 410 is provided with non-motorized lanes 420. The non-motorized lane 420 is used for independent and smooth travel of the electric non-motorized vehicle 200. A respective charging dock 430 is provided on the outside of each building 410 adjacent to the non-motorized lane 420. A plurality of electric non-motor vehicles 200 are parked in each of the charging parking areas 430.

The solar energy conversion device 440 is further arranged at or near the top of the charging parking area 430 in the area 400, when the sunlight is sufficient, the solar energy conversion device 440 arranged near the charging parking area 430 can convert the light energy into the electric energy to be supplied to the regional power grid 431, the charging pile 432 or the power exchanging station 433 arranged in the charging parking area 430, and then the electric non-motor vehicle 200 parked in the charging parking area can be selectively charged through the regional power grid 431, the charging pile 432 or the power exchanging station 433 near the parked charging parking area 430.

In addition, a solar panel 441 is extended on one side of the non-motor vehicle lane 420, and when the sunlight is sufficient, the solar panel provided on one side of the non-motor vehicle lane 420 can convert the solar energy into electric energy and supply the electric energy to the wireless charging unit 140 provided on the other side of the non-motor vehicle lane 420. When the electric non-motor vehicle 200 travels on the non-motor vehicle lane 420, the wireless charging unit 140 may charge the electric non-motor vehicle 200 in a non-contact manner, that is, the electric non-motor vehicle 200 may achieve charging while traveling, thereby improving charging efficiency.

Regional residents can use the electric non-motor vehicle 200 to realize regional travel. For example, a resident in the upper left building 410 in fig. 4 may use the electric non-motor vehicle 200 in the upper left charging dock 430 to travel along the non-motor vehicle lane 420 to the lower right charging dock 430, park the electric non-motor vehicle 200 in the charging dock 430 and into the lower right building 410.

In addition to meeting resident travel demands, the area 400 also provides power to environmental load devices within the area 400 using the electric non-motor vehicle 200 as a medium for energy storage. The specific explanation is as follows:

each electric non-motor vehicle 200 within the area 400 is communicatively coupled to the management server 110. The management server and the electric non-motor vehicles may implement the timing sequence 300 shown in fig. 3A through data communication with each other to implement unified management and scheduling of each electric non-motor vehicle 200 in the area 400, and may implement outputting, where appropriate, electric energy stored in the electric non-motor vehicle 200 and converted by the solar energy conversion device 440 to an environmental power line (not shown in fig. 4) in the area 400, and providing electric energy to each environmental load device 450 in the area 400 through the environmental power line, where the environmental load device 450 may be, for example, an environmental street lamp or a corridor lamp in the area.

For large areas, a large-scale energy storage medium can be formed by utilizing a plurality of batteries of the electric non-motor vehicle 200 to store energy, so that the energy storage capacity is greatly improved. In addition, by uniformly and real-timely managing, monitoring and scheduling the external discharge states of the plurality of electric non-motor vehicles 200, the electric energy conversion efficiency can be improved, the electric energy loss can be reduced, and the basic travel function of each electric non-motor vehicle can be ensured.

The foregoing description is only of the preferred embodiments of the present disclosure and description of the principles of the technology being employed. It will be appreciated by those skilled in the art that the scope of the invention referred to in this disclosure is not limited to the specific combination of features described above, but encompasses other embodiments in which features described above or their equivalents may be combined in any way without departing from the spirit of the invention. Such as those described above, are mutually substituted with the technical features having similar functions disclosed in the present disclosure (but not limited thereto).

Claims

An area electric non-motor vehicle energy control system comprising: the system comprises a clean energy conversion device, a management server and at least two electric non-motor vehicles which are in communication connection with the management server and are uniformly managed by an area, wherein:

The clean energy conversion device is used for converting clean energy except electric energy into electric energy and then charging batteries of the electric non-motor vehicles, and the clean energy is solar energy or wind energy;

the management server is configured to perform the following discharge monitoring operations in real time: determining a first electric non-motor vehicle for starting an outward discharging operation and a second electric non-motor vehicle for stopping the outward discharging operation in each electric non-motor vehicle according to the current state information of each electric non-motor vehicle and the electric quantity demand information of the environment load equipment in the area, sending an outward discharging instruction to each first electric non-motor vehicle, and sending an outward discharging stopping instruction to each second electric non-motor vehicle;

each of the electric non-motor vehicles is configured to: in response to receiving the external discharge instruction from the management server, performing an external discharge operation including converting at least a portion of electrical energy in the battery within the electric non-motor vehicle into direct current, and transmitting the converted direct current to an environmental electricity line of the area, the environmental electricity line providing electrical energy to the environmental load device within the area; and stopping executing the external discharge operation in response to receiving the external discharge stopping instruction from the management server.
The regional electric non-motor vehicle energy control system of claim 1, wherein a non-motor vehicle lane is disposed within the region; and

the clean energy conversion device comprises at least one energy conversion unit arranged on or beside the non-motor vehicle lane.
The regional electric non-motor vehicle energy control system of claim 2, wherein a sum of lengths of the at least one energy conversion unit extending along the non-motor vehicle lane is a preset length.
The regional electric non-motor vehicle energy control system of claim 3, wherein the regional electric non-motor vehicle energy control system further comprises at least one wireless charging unit for charging the electric non-motor vehicle in a non-contact manner, the wireless charging unit being disposed around the non-motor vehicle lane.
The regional electric non-motor vehicle energy control system of claim 1, wherein a positioning device for determining a current position of the electric non-motor vehicle is disposed within the electric non-motor vehicle; and the current state information of the electric non-motor vehicle comprises at least one of the following: the electric non-motor vehicle comprises a current running state, a current external discharging state, a current residual electric quantity and a current position.
The regional electric non-motor vehicle energy control system of claim 5, wherein:

the management server is further configured to: monitoring the current position of each electric non-motor vehicle in real time; in response to detecting that there is an out-of-zone electric non-motor vehicle currently in an electrically-driven running state and located outside the zone in each of the electric non-motor vehicles, sending a first stop driving instruction to each of the out-of-zone electric non-motor vehicles; or, in response to monitoring that there is an off-lane electric non-motor vehicle that is currently in an electric drive running state and is located outside the non-motor lane in the region, sending a second stop driving instruction to each off-lane electric non-motor vehicle;

each of the electric non-motor vehicles is further configured to: in response to receiving the first stop drive instruction from the management server, setting the electric non-motor vehicle to an electric non-drivable state; in response to receiving the second stop drive instruction from the management server, the electric non-motor vehicle is set to an electric non-drivable state.
The regional electric non-motor vehicle energy control system of claim 6, wherein said determining in each of said electric non-motor vehicles a first electric non-motor vehicle that starts an outward discharge operation and a second electric non-motor vehicle that stops an outward discharge operation based on current status information of each of said electric non-motor vehicles and power demand information of said regional environmental load device comprises:

Determining the electric non-motor vehicles meeting all conditions in a discharge condition set in the electric non-motor vehicles as candidate discharge electric non-motor vehicles, and determining a first electric non-motor vehicle for starting an external discharge operation in the candidate discharge electric non-motor vehicles based on the electric quantity demand information of the environmental load equipment in the area;

and determining the electric non-motor vehicle which is currently in an outward discharge state and meets at least one condition in a discharge stopping condition set in each electric non-motor vehicle as a second electric non-motor vehicle for stopping the outward discharge operation.
The regional electric non-motor vehicle energy control system of claim 7, wherein said set of discharge conditions comprises: the external discharge parking area is currently located in the area, is currently in a static state, is not currently in an external discharge state, and the current residual electric quantity is larger than a preset electric quantity threshold value; the set of discharge stopping conditions includes: the current remaining electric quantity is not larger than the preset electric quantity threshold value; the preset electric quantity threshold is determined based on the electric quantity required by the electric non-motor vehicle to travel a first preset distance under electric drive.
The regional electric non-motor vehicle energy control system of claim 8, wherein said determining a first electric non-motor vehicle in each of the candidate discharge electric non-motor vehicles to initiate an out-discharge operation based on power demand information of the regional environmental load device comprises:

determining the expected total electricity consumption of the environment load equipment in each area within a first preset time period in the future;

determining the total sum of the dischargeable electric quantity of each candidate discharge electric non-motor vehicle;

determining whether the sum of dischargeable electric quantities is greater than the sum of predicted electric quantity consumptions;

in response to determining no, determining each of the candidate discharging electric non-motor vehicles as a first electric non-motor vehicle that starts an external discharging operation;

in response to determining that the dischargeable electric quantity of each candidate discharging electric non-motor vehicle in the preset first time period in the future is ordered from large to small, and determining the N candidate discharging electric non-motor vehicles before ordering as the first electric non-motor vehicle for starting the external discharging operation, wherein the sum of the dischargeable electric quantity of the N candidate discharging electric non-motor vehicles before ordering in the preset first time period in the future is larger than the expected electric quantity consumption sum, and the sum of the dischargeable electric quantity of the N candidate discharging electric non-motor vehicles before ordering in the preset first time period in the future is not larger than the expected electric quantity consumption sum, and N is a positive integer.
The regional electric non-motor vehicle energy control system of claim 9, wherein said determining a sum of estimated power consumption for each of said regional environmental load devices over a first predetermined time period in the future comprises:

and determining the estimated total power consumption of the environmental load equipment in each area in the first preset time period in the future according to the historical power consumption record of the environmental load equipment in each area in the second preset time period before the current time.
The regional electric non-motor vehicle energy control system of claim 8, wherein the current state information of the electric non-motor vehicle further comprises a current subscription state of the electric non-motor vehicle, and the set of discharge conditions further comprises a current subscription state being non-subscription, and the set of stop discharge conditions further comprises a current subscription state being subscription-free.
The regional electric non-motor vehicle energy control system of claim 8, wherein the current status information of the electric non-motor vehicle further comprises a current reservation status of the electric non-motor vehicle and a reservation user identification, a reservation departure address, and a destination address of the electric non-motor vehicle, and the discharge condition set further comprises the following conditions: the current reservation state of the electric non-motor vehicle is no reservation or the current residual electric quantity of the electric non-motor vehicle is larger than the larger electric quantity in the reserved required electric quantity and a preset electric quantity threshold value, wherein the reserved required electric quantity is an electric quantity requirement determined according to the path length between a reserved destination address and a departure address of the electric non-motor vehicle.