WO2024055545A1 - 一种汽车动力电池管控方法及*** - Google Patents

一种汽车动力电池管控方法及*** Download PDF

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Publication number
WO2024055545A1
WO2024055545A1 PCT/CN2023/081832 CN2023081832W WO2024055545A1 WO 2024055545 A1 WO2024055545 A1 WO 2024055545A1 CN 2023081832 W CN2023081832 W CN 2023081832W WO 2024055545 A1 WO2024055545 A1 WO 2024055545A1
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Prior art keywords
charging
power battery
target vehicle
period
carbon emissions
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PCT/CN2023/081832
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English (en)
French (fr)
Inventor
李爱霞
余海军
谢英豪
张学梅
李长东
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广东邦普循环科技有限公司
湖南邦普循环科技有限公司
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Publication of WO2024055545A1 publication Critical patent/WO2024055545A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/67—Controlling two or more charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • This application relates to the field of automotive power battery control, for example, to a vehicle power battery management and control method and system.
  • Carbon emissions from China's transportation sector account for about 10% of my country's total carbon emissions, of which automobile carbon emissions are the main body.
  • New energy vehicles are an important starting point to help reduce carbon emissions in the transportation sector, but this does not mean that the new energy vehicle industry does not need to reduce carbon emissions.
  • the current carbon emissions during the production process of electric vehicles are higher than those of traditional fuel vehicles.
  • the carbon emissions generated by the power battery manufacturing process account for a large proportion, and most of the electricity consumed by electric vehicles during operation is also generated by thermal power. Therefore, the production and use of electric vehicles will also involve carbon emissions.
  • Embodiments of the present application provide a vehicle power battery management and control method and system, which reduce the charging time of the power battery when the main power supply mode of the power supply network is thermal power, thereby reducing carbon emissions.
  • the first aspect of the embodiments of this application provides a vehicle power battery management and control method, including:
  • the charging service record confirm the corresponding charging equipment, charging period and charging amount each time the target vehicle uses the charging service within the preset time period;
  • the charging period refers to the time when the target vehicle uses the charging service.
  • the time period at , each time period is equal in length;
  • the corresponding charging equipment charging period and charging amount each time the target vehicle uses the charging service, calculate the equivalent amount of carbon emissions per unit of charging completed by the corresponding charging equipment during the charging period, and obtain the carbon emissions equivalent of all charging equipment at different charging times.
  • the carbon emission conversion amount refers to the carbon emissions caused by power generation equipment when the distribution network provides electric energy for charging equipment;
  • a charging instruction is issued to the target vehicle.
  • the second aspect of the embodiment of the present application provides an automobile power battery management and control system, including a battery management and control system applying the automobile power battery management and control method as described above, multiple charging devices, a security gateway and a router;
  • the battery management and control system is connected to the safety gateway, and the plurality of charging devices are connected to the safety gateway through routing; each charging device receives a charging instruction or a battery replacement instruction from the battery management and control system. Then send corresponding prompt information to the target vehicle.
  • Figure 1 is a schematic flow chart of a vehicle power battery management and control method provided by an embodiment of the present application
  • Figure 2 is a schematic structural diagram of an automobile power battery management and control system provided by an embodiment of the present application.
  • one embodiment of the present application provides a vehicle power battery management and control method, including:
  • the charging service record confirm the corresponding charging equipment, charging period and charging amount each time the target vehicle uses the charging service within the preset time period; the charging period refers to the charging period when the target vehicle uses the charging service. time period, each time period is of equal length.
  • charging period and charging amount each time the target vehicle uses the charging service, calculate the equivalent amount of carbon emissions per unit of charging amount completed by the corresponding charging equipment during the charging period, and obtain the carbon emission equivalent amount of all charging equipment in the charging period.
  • the equivalent carbon emissions of the distribution network per unit of charging completed under different charging periods The amount; the carbon emission equivalent amount refers to the carbon emissions caused by the power generation equipment when the distribution network provides electric energy for charging equipment.
  • the charging methods of electric vehicles are generally divided into disordered charging and ordered charging.
  • Disordered charging means that electric vehicles are charged according to the user's preference, and the time and method of connecting to the power grid are not managed. Since most electric vehicle users charge at the same time, this charging method is prone to charging peak periods and affects the stability of the power grid.
  • Orderly charging refers to overall planning of the charging behavior of electric vehicles connected in a certain area, and charging scheduling with the optimization goal of reducing the load variance of the power grid.
  • the method provided in this embodiment is essentially a charging scheduling method.
  • the battery status and charge and discharge service usage information of electric vehicles that join the distribution network charging and discharging services are analyzed to obtain the corresponding charging equipment, charging period and charging amount each time the target vehicle uses the charging service, and calculate The corresponding charging equipment completes the equivalent amount of carbon emissions per unit of charging amount during the charging period.
  • the charging record of each charging device used by the target vehicle is obtained from the charging service record.
  • the purpose of recording the time and charging amount of each charging device is to facilitate the analysis of the charging habits of the target vehicle, because users generally choose their own area.
  • the charging equipment charges the vehicle.
  • the data obtained by S11 can reflect the user's frequency and duration of use of each charging equipment, so that the user's daily charging habits can be used to make plans for the user in S13-S14 based on this data. Take it into consideration to improve user experience.
  • the first threshold mentioned in S14 is a preset threshold.
  • the value of the first threshold will be greater than 1/3 of the maximum power storage of the target vehicle. This setting is because the current charging facilities are not perfect enough. Reminding the user to charge when there is still one third of the target vehicle's remaining power can effectively protect the user's long-term driving needs.
  • embodiments of the present application provide a method for managing and controlling automobile power batteries. Since the equivalent amount of carbon emissions of the distribution network means the amount of carbon emissions caused by the power generation equipment when the distribution network provides electric energy for charging equipment, then through Calculate and compare the equivalent carbon emissions of the distribution network for each unit of charging completed by each charging device under different charging periods, and use this as a basis to formulate vehicle power battery charging plans for users, and try to avoid the main power supply mode of the power supply network being thermal power supply. charging electric vehicles, thereby effectively reducing Less carbon emissions.
  • this solution uses the car's power battery loss level to provide timely replacement or early warning prompts for power batteries at the end of their life, ensuring the stability of car driving while reducing carbon emissions.
  • the automotive power battery management and control method also includes:
  • the value of the second threshold is 1/6 of the maximum power storage capacity of the target vehicle. At this time, if the user uses the target vehicle for long-distance driving, it is very likely that the power will be cut off midway. In order to avoid this kind of thing from happening, when the power battery status shows that the remaining power is less than the second threshold, a more frequent reminder is needed. The user charges.
  • S12 may include:
  • the equivalent amount of carbon emissions per unit of charging completed by the corresponding charging equipment during the charging period is calculated.
  • the calculation of the equivalent amount of carbon emissions per unit of charging completed by the corresponding charging equipment during the charging period may be:
  • the equivalent amount of carbon emissions per unit of charging amount (carbon emissions of the distribution network)/(line transfer rate * charging amount).
  • the above-mentioned line transfer rate is related to the connection structure between the distribution network distribution node and the corresponding charging equipment. It is necessary to set up electric energy meters to measure the electric energy at both ends.
  • the carbon emissions of the distribution network are the carbon emissions caused by the unit of electricity generated by the distribution network. The carbon emissions mainly come from thermal power generation.
  • the automobile power battery management and control method of this embodiment further includes:
  • the degree of power battery loss is evaluated based on the driving complexity, weather factors and power consumption per unit distance.
  • the evaluation of power battery loss may be:
  • the value range is (0,1], and the value range of ⁇ is [0.1,1].
  • ⁇ is 0.3
  • ⁇ is 0.1
  • ⁇ is 1.
  • the automotive power battery management and control method of this embodiment further includes:
  • a battery replacement instruction is issued to the target vehicle.
  • Embodiments of the present application provide a power battery replacement method. This method can assess the status level of the power battery based on driving records, assess the loss level of the power battery based on battery charge and discharge data, and finally rate the loss level based on the obtained loss level. Choose a battery replacement strategy based on merit.
  • embodiments of the present application provide a method for managing and controlling automobile power batteries. Since the equivalent amount of carbon emissions of the distribution network means the amount of carbon emissions caused by the power generation equipment when the distribution network provides electric energy for charging equipment, then through Calculate and compare the equivalent carbon emissions of the distribution network for each unit of charging completed by each charging device under different charging periods, and use this as a basis to formulate vehicle power battery charging plans for users, and try to avoid the main power supply mode of the power supply network being thermal power supply. Charging electric vehicles at any time, thereby effectively reducing carbon emissions.
  • this solution uses the car's power battery loss level to provide timely replacement or early warning prompts for power batteries at the end of their life, ensuring the stability of car driving while reducing carbon emissions.
  • one embodiment of the present application provides an automotive power battery management and control system, including a battery management and control system 20 applying the automotive power battery management and control method as described above, a plurality of charging devices 30, a security gateway 21 and a router 31.
  • the battery management and control system 20 is connected to the safety gateway 21, and multiple charging devices 30 are connected to the safety gateway 21 through a route 31; each charging device 30 receives a signal from the battery.
  • the management and control system 20 sends corresponding prompt information to the target vehicle after issuing a charging instruction or a battery replacement instruction.
  • the plurality of charging devices 30 are charging piles.
  • a charging operation management platform can be established on the battery management and control system 20 to provide new energy electric vehicle charging pile operators with charging operation management services for charging stations/piles, new energy vehicle owners, and partners.
  • functional modules such as sub-operators, promotional activities, terminal management, financial settlement, data statistics, refunds, transfers, platform access providers, and big data analysis can be expanded to lead the field of new energy electric vehicle facility charging operation management.
  • the operation data of the battery management and control system 20 is obtained from the analysis of the security gateway 21: the operation data is obtained by decrypting and analyzing the charging pile working data received from the terminal 31 by the security gateway 21.
  • the battery management and control system 20 combines the obtained charging piles to provide users with The service information provided allows the charging operation management platform to obtain the working status of charging piles in real time, accurately and safely, and use this as a basis to carry out intelligent comprehensive services based on charging piles.
  • the embodiment of the present application provides an automobile power battery management and control system. Since the equivalent amount of carbon emissions of the distribution network means the amount of carbon emissions caused by the power generation equipment when the distribution network provides electric energy for charging equipment, then By calculating and comparing the equivalent carbon emissions of the distribution network for each unit of charging completed by each charging device under different charging periods, we can use this as a basis to formulate a vehicle power battery charging plan for users, and try to avoid the main power supply mode of the power supply network being fire power. Charge electric vehicles when power is supplied, thereby effectively reducing carbon emissions.
  • this solution uses the car's power battery loss level to promptly replace or provide early warning prompts for power batteries at the end of their life, ensuring the stability of car driving while reducing carbon emissions.

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

Abstract

一种汽车动力电池管控方法及***，该方法包括获取目标车辆的充电服务记录和动力电池状态；根据充电服务记录，确认在预设时间段内目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量，得到全部充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量；选出配电网碳排放折合量最小时对应的充电时段作为设备最佳充电时段；响应于目标车辆在一个充电设备的设备最佳充电时段内经过充电设备，且动力电池状态显示剩余电量小于第一阈值，向目标车辆下达充电指令。

Description

一种汽车动力电池管控方法及***
本申请要求在2022年09月15日提交中国专利局、申请号为202211122505.6的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车动力电池控制领域，例如涉及一种汽车动力电池管控方法及***。
背景技术
中国交通领域的碳排放约占我国碳排放总量的10％，其中汽车碳排放是主体。新能源汽车是助力交通领域减碳的重要抓手，但这并不意味着新能源汽车行业不用减碳。事实上，当前电动汽车在生产过程中的碳排放要高于传统燃油车，动力电池制造过程所产生的碳排放占较大比重，而且电动汽车在运行时所消耗的大部分电能也是由火力发电而来的，因此电动汽车在生产与使用过程中也会涉及碳排放。
从车载动力电池的角度来说，过度的充电和过度的放电都会对电池的寿命造成影响，若车载电池处于寿命末期，电利用率会大幅度下降，增加碳排放，同时造成电网电能的浪费。
发明内容
本申请实施例提供一种汽车动力电池管控方法及***，减少动力电池在供电网主要供电方式为火力供电时进行充电的时间，以此减少碳排放。
本申请实施例的第一方面提供了一种汽车动力电池管控方法，包括：
获取目标车辆的充电服务记录和动力电池状态；
根据所述充电服务记录，确认在预设时间段内所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量；所述充电时段是指所述目标车辆使用充电服务时所处的时间段，每个时间段长度相等；
根据所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量，得到全部充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量； 所述碳排放折合量是指配电网为充电设备提供电能时发电设备所造成的碳排放量；
比较每个充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，选出配电网碳排放折合量最小时对应的充电时段作为设备最佳充电时段；
响应于所述目标车辆在一个充电设备的设备最佳充电时段内经过所述充电设备，且动力电池状态显示剩余电量小于第一阈值，向所述目标车辆下达充电指令。
本申请实施例的第二方面提供了一种汽车动力电池管控***，包括应用如上所述汽车动力电池管控方法的电池管控***、多个充电设备、安全网关和路由；
其中，所述电池管控***与所述安全网关相连，所述多个充电设备通过路由与所述安全网关相连；每个所述充电设备接收到来自所述电池管控***的充电指令或者电池更换指令后向目标车辆发送相应的提示信息。
附图说明
图1是本申请一实施例提供的一种汽车动力电池管控方法的流程示意图；
图2是本申请一实施例提供的一种汽车动力电池管控***结构示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
请参见图1，本申请一实施例提供一种汽车动力电池管控方法，包括：
S10、获取目标车辆的充电服务记录和动力电池状态。
S11、根据所述充电服务记录，确认在预设时间段内所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量；所述充电时段是指所述目标车辆使用充电服务时所处的时间段，每个时间段长度相等。
S12、根据所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量，得到全部充电设备在不同充电时段下完成单位充电量的配电网碳排放折合 量；所述碳排放折合量是指配电网为充电设备提供电能时发电设备所造成的碳排放量。
S13、比较每个充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，选出配电网碳排放折合量最小时对应的充电时段作为设备最佳充电时段。
S14、响应于所述目标车辆在一个充电设备的设备最佳充电时段内经过所述充电设备，且动力电池状态显示剩余电量小于第一阈值，向所述目标车辆下达充电指令。
目前电动汽车的充电方式大体分为无序充电和有序充电，无序充电是指电动汽车按照用户的偏好而进行充电，接入电网的时间和方式不进行管理。由于电动汽车用户大多充电的时间相同，该种充电方式容易产生充电高峰期进而对电网的稳定性产生影响。有序充电则是指对一定区域内接入的电动汽车的充电行为进行统筹规划，以减少电网的负荷方差为优化目标进行充电调度，本实施例所提供方法本质是一种充电调度方法。
在本申请实施例中，对加入配电网充放电服务电动汽车的电池状态、充放电服务使用信息进行分析，得到目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量。
S11中从充电服务记录中获取了目标车辆使用每个充电设备时的充电记录，记录每次使用充电设备的时间以及充电量是为了便于分析目标车辆的充电习惯，因为用户一般会选择自己所在区域的充电设备为车辆进行充电，S11获得的数据能反映出用户在每个充电设备的使用频率、使用时长，从而能根据该类数据在S13-S14中为用户制定计划时将用户日常的充电习惯纳入考虑范围，提升用户体验。
需要说明的是，S14中提及的第一阈值是一个预设阈值，一般第一阈值的值会大于目标车辆最大储电量的1/3。这样设置是由于目前的充电设施还不够完善，在目标车辆剩余电量还剩下三分之一提醒用户进行充电能有效保障用户长期驾驶需求。
相比于相关技术，本申请实施例提供的一种汽车动力电池管控方法，由于配电网碳排放折合量意味着配电网为充电设备提供电能时发电设备所造成的碳排放量，那么通过计算和比较每个充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，并以此为依据为用户制定汽车动力电池充电计划，尽量避开供电网主要供电方式为火力供电时为电动汽车进行充电，进而有效地减 少碳排放。
此外，本方案通过汽车的动力电池损耗程度，对寿命末期的动力电池及时做出更换或预警提示，保证汽车驾驶的稳定性同时减少碳排放。
示例性地，汽车动力电池管控方法还包括：
S15、响应于动力电池状态显示剩余电量小于第二阈值，为所述目标车辆分配最近的充电设备并向所述目标车辆下达充电指令。
一般而言，第二阈值的取值为目标车辆最大储电量的1/6。此时，用户若使用目标车辆进行长途驾驶，很有可能出现中途断电的情况发生，为避免该类事情发生，在动力电池状态显示剩余电量小于第二阈值时，就需要较高频率地提醒用户进行充电。
示例性地，S12可以包括：
根据配电网为对应充电设备提供的供电量和目标车辆充电量，计算线路传递率；
根据对应目标车辆充电量、所述线路传递率和充电时段下配电网的碳排放量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量。
示例性地，所述计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量，可以为：
单位充电量的碳排放折合量＝(配电网的碳排放量)/(线路传递率*充电量)。
随着风能太阳能等可再生能源并入电网，电网能量的来源具有随机性和不可控性，电动汽车在“绿电”较高的时候并入电网远比在“火电”发电时碳排放低。而根据单位充电量的碳排放折合量的大小能清晰地看出充电设备在不同充电时段下完成单位充电量时的碳排放程度，后面再根据单位充电量的碳排放折合量进行排序，选出每个充电设备单位充电量的碳排放折合量取最小值时对应的充电时段，以该时段为参考让目标车辆尽可能地在该时段使用对应的充电设备进行充电，进而减少配电网的碳排放量。
需要明的是，上述线路传递率与配电网配电节点与对应的充电设备之间的连接结构有关，需要分别设置电能表对两端电能量进行测量。配电网的碳排放量是配电网发单位电量所造成的碳排放量，碳排放量主要来源于火力发电。
示例性地，S10之后，本实施例的汽车动力电池管控方法还包括：
获取行车记录；
根据行车记录，评估所述目标车辆在每一段行车时间段内的行车复杂度；
获取在每一段行车时间段下所述目标车辆的天气，评估天气因素；
根据所述动力电池状态，计算单位路程内的耗电量；
根据所述行车复杂度、天气因素和单位路程内的耗电量，评估动力电池损耗程度。
示例性地，所述评估动力电池损耗程度，可以为：
响应于C大于或等于C0,评估响应于C小于C0,评估L＝0；其中，L为动力电池损耗程度，C为单位路程内的耗电量，C0为预设的耗电量基准，为行车复杂度，Ω为天气因素。
一般而言，取值范围是(0,1],Ω取值范围是[0.1,1],例如，在浓雾天气Ω取0.3，冰雹天气Ω取0.1，晴天Ω取1。
示例性地，根据所述行车复杂度、天气因素和单位路程内的耗电量，评估动力电池损耗程度之后，本实施例的汽车动力电池管控方法还包括：
响应于动力电池损耗程度大于损耗阈值，向所述目标车辆下达电池更换指令。
本申请实施例提供了一种动力电池更换方法，该方法可以基于行车记录对动力电池状态等级的评定，基于电池充放电数据对动力电池进损耗程度等级的评定，最后依据得到的损耗程度评级，择优选择电池更换策略。
相比于相关技术，本申请实施例提供的一种汽车动力电池管控方法，由于配电网碳排放折合量意味着配电网为充电设备提供电能时发电设备所造成的碳排放量，那么通过计算和比较每个充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，并以此为依据为用户制定汽车动力电池充电计划，尽量避开供电网主要供电方式为火力供电时为电动汽车进行充电，进而有效地减少碳排放。
此外，本方案通过汽车的动力电池损耗程度，对寿命末期的动力电池及时做出更换或预警提示，保证汽车驾驶的稳定性同时减少碳排放。
参见图2，本申请一实施例提供了一种汽车动力电池管控***，包括应用如上所述汽车动力电池管控方法的电池管控***20、多个充电设备30、安全网关21和路由31。
其中，所述电池管控***20与所述安全网关21相连，多个充电设备30通过路由31与所述安全网关21相连；每个所述充电设备30接收到来自所述电池 管控***20的充电指令或者电池更换指令后向目标车辆发送相应的提示信息。
示例性地，所述多个充电设备30均为充电桩。
可以在电池管控***20上建立一个充电运营管理平台，为新能源电动汽车充电桩运营商提供对充电站/桩、新能源汽车车主、合作方的充电运营管理服务，在拥有基础充电业务管理的前提下，可扩展子运营商、促销活动、终端管理、财务结算、数据统计、退款、转账、平台接入商、大数据分析等功能模块，领跑新能源电动汽车设施充电运营管理领域。
电池管控***20的运营数据从安全网关21处分析获得：运营数据是对安全网关21收到的来自终端31的充电桩工作数据进行解密分析后获得的，电池管控***20结合获取充电桩为用户提供的服务信息，可以让充电运营管理平台实时、准确、安全地获取充电桩的工作状态并以此为基准开展基于充电桩的智慧化综合服务。
相比于现有技术，本申请实施例提供的一种汽车动力电池管控***，由于配电网碳排放折合量意味着配电网为充电设备提供电能时发电设备所造成的碳排放量，那么通过计算和比较每个充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，并以此为依据为用户制定汽车动力电池充电计划，尽量避开供电网主要供电方式为火力供电时为电动汽车进行充电，进而有效地减少碳排放。
此外，本方案通过汽车的动力电池损耗程度，对寿命末期的动力电池及时做出更换或预警提示，保证汽车驾驶的稳定性同时减少碳排放。

Claims (10)

  1. 一种汽车动力电池管控方法，包括：
    获取目标车辆的充电服务记录和动力电池状态；
    根据所述充电服务记录，确认在预设时间段内所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量；所述充电时段是指所述目标车辆使用充电服务时所处的时间段，每个时间段长度相等；
    根据所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量，得到全部充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量；所述碳排放折合量是指配电网为充电设备提供电能时发电设备所造成的碳排放量；
    比较每个充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，选出配电网碳排放折合量最小时对应的充电时段作为设备最佳充电时段；
    响应于所述目标车辆在一个充电设备的设备最佳充电时段内经过所述充电设备，且动力电池状态显示剩余电量小于第一阈值，向所述目标车辆下达充电指令。
  2. 如权利要求1所述汽车动力电池管控方法，还包括：
    响应于动力电池状态显示剩余电量小于第二阈值，为所述目标车辆分配最近的充电设备并向所述目标车辆下达充电指令。
  3. 如权利要求2所述汽车动力电池管控方法，在所述获取目标车辆的充电服务记录和动力电池状态之后，所述方法还包括：获取行车记录。
  4. 如权利要求3所述汽车动力电池管控方法，在所述获取行车记录之后，所述方法还包括：
    根据行车记录，评估所述目标车辆在每一段行车时间段内的行车复杂度；
    获取在每一段行车时间段下所述目标车辆的天气，评估天气因素；
    根据所述动力电池状态，计算单位路程内的耗电量；
    根据所述行车复杂度、天气因素和单位路程内的耗电量，评估动力电池损耗程度。
  5. 如权利要求4所述汽车动力电池管控方法，其中，所述评估动力电池损耗程度，包括：
    响应于C大于或等于C0,评估响应于C小于C0,评估L＝0；
    其中，L为动力电池损耗程度，C为单位路程内的耗电量，C0为预设的耗电量基准，为行车复杂度，Ω为天气因素。
  6. 如权利要求4所述汽车动力电池管控方法，所述根据所述行车复杂度、天气因素和单位路程内的耗电量，评估动力电池损耗程度之后，所述方法还包括：
    响应于动力电池损耗程度大于损耗阈值，向所述目标车辆下达电池更换指令。
  7. 如权利要求1所述汽车动力电池管控方法，其中，所述根据所述目标车辆每次使用充电服务时对应的充电设备、充电时段和充电量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量，得到全部充电设备在不同充电时段下完成单位充电量的配电网碳排放折合量，包括：
    根据配电网为对应充电设备提供的供电量和目标车辆充电量，计算线路传递率；
    根据对应目标车辆充电量、所述线路传递率和充电时段下配电网的碳排放量，计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量。
  8. 如权利要求7所述汽车动力电池管控方法，其中，所述计算对应的充电设备在所述充电时段下完成单位充电量的碳排放折合量，包括：
    单位充电量的碳排放折合量＝(配电网的碳排放量)/(线路传递率*充电量)。
  9. 一种汽车动力电池管控***，包括应用如权利要求1-8所述汽车动力电池管控方法的电池管控***、多个充电设备、安全网关和路由；
    其中，所述电池管控***与所述安全网关相连，所述多个充电设备通过路由与所述安全网关相连；每个所述充电设备接收到来自所述电池管控***的充电指令或者电池更换指令后向目标车辆发送相应的提示信息。
  10. 如权利要求9所述汽车动力电池管控***，其中，所述多个充电设备均为充电桩。
PCT/CN2023/081832 2022-09-15 2023-03-16 一种汽车动力电池管控方法及*** WO2024055545A1 (zh)

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