AC charging pile with power dynamic allocation, its control system and method

Abstract

The present invention provides an AC charging pile with dynamic power distribution, as well as its control system and method. The method includes: collecting in real time the electrical signal data inside each charging gun and each charging port in the charging vehicle, and the electrical component parameter data of each power supply control device, on-vehicle charger and battery inside the charging pile; confirming whether each charging gun is fully connected to the corresponding charging vehicle, whether the connection is normal, and the maximum charging current that can be provided for each charging vehicle; predicting and dynamically adjusting in real time the output current of the charging gun for charging each charging vehicle by the charging pile; and the vehicle owner selects the optimal charging time according to the predicted charging fee to make a reservation to control the charging gun corresponding to the charging vehicle to start charging the corresponding charging vehicle. The present invention realizes a more flexible charging strategy and higher charging efficiency through more refined module division and power management; it can automatically adjust the charging current and voltage according to the battery state and requirements of the vehicle to protect the battery life.

Description

Technical Field

[0001] The present invention belongs to the technical field of charging piles, and particularly relates to an AC charging pile with power dynamic distribution, and its control system and method. Background Art

[0002] As a high-energy-consuming industry, the automotive industry, on the one hand, has greatly promoted the prosperity of the world economy with its rapid development, and on the other hand, it will inevitably further exacerbate the world energy crisis and environmental pollution problems. Electric vehicles use electric energy as the energy source to drive the motor and drive the wheels, and do not produce any harmful emissions during driving; moreover, the sources of electric energy are extensive and can be converted from clean energy such as solar energy, nuclear energy, and wind energy, eliminating the excessive dependence on and consumption of oil resources. Therefore, it can be used as an effective means to cope with the energy crisis and environmental pollution and has great application prospects.

[0003] Charging piles are devices that can be flexibly arranged in the streets and alleys or inside residential areas to meet the self-service charging of electric vehicles. For the battery of an electric vehicle that is completely out of power, a DC pile is generally a fast-charging pile, and the charging can be completed in 20 minutes to 2 hours. However, fast charging will cause the voltage difference between the in-vehicle battery packs to be unbalanced, affecting the battery activity and the battery life. An AC pile is generally a slow charger, and it takes 6 to 8 hours to complete the charging. Slow charging is gentle, and the battery pack will be balanced at the end of the charging process to ensure that each battery in the battery pack is fully charged, which is helpful for extending the battery life. Moreover, since the slow charging time is long, charging can be selected during the off-peak electricity period to save the charging cost. In order to save the installation floor area of the charging pile, for example, an automatic dual-gun charging pile disclosed in a Chinese utility model with the publication number CN208842245U can be provided with two charging guns on one charging pile to charge two electric vehicles simultaneously during the charging peak period. In addition, different charging periods have different electricity prices per unit. Therefore, in the prior art, there are also charging guns or charging piles such as those disclosed in a Chinese utility model with the publication number CN208789516U that realize reservation charging.

[0004] However, when two electric vehicles use the AC charging pile in the prior art at the same time, it cannot accurately identify that the charging base of the electric vehicle has been fully connected to the charging gun, and dynamically distribute the charging power provided to the two electric vehicles during the charging process to prevent the phenomenon of battery overload or short circuit, and can calculate the charging cost to be paid according to the predicted dynamically distributed charging power and select the charging start time. Summary of the Invention

[0005] In view of the above defects, the present invention provides an AC charging pile with power dynamic distribution, and its control system and method.

[0006] The present invention provides the following technical solution: a control method for an AC charging pile with dynamic power distribution. There are two charging guns on the charging pile. The charging guns are seven-hole slow charging guns. The AC charging pile is a 7kW AC charging pile with a rated voltage of 220V and a maximum charging power of 3.3kW in real time. The method includes the following steps:

[0007] S1. Real-time collect the voltage value at the first detection point of each charging gun, the voltage values of the CC port and the CP port in the charging port of each charging vehicle, and the resistance value at the third detection point in the vehicle control device of each charging vehicle. Control the electrical component parameter data of each power supply control device of each charging vehicle and the electrical component parameter data of the on-vehicle charger and the battery in each charging vehicle within the charging pile.

[0008] S2. Confirm whether each charging gun is fully connected to the corresponding charging vehicle, identify whether the charging pile is normally connected to the corresponding charging vehicle, and the maximum charging current that the charging pile can provide for each charging vehicle.

[0009] S3. According to the maximum charging current that the charging pile can provide for each charging vehicle identified in step S2, real-time predict and dynamically adjust the output current of the charging gun for charging each charging vehicle by the charging pile.

[0010] S4. Output a predicted charge according to the predicted and dynamically adjusted output current of the charging gun. The vehicle owner selects the best charging time to make a reservation for charging according to the predicted charge.

[0011] S5. According to the cost required to fully charge predicted in step S4, the vehicle owner makes a reservation for the start time of charging. Control the charging gun corresponding to the corresponding charging vehicle of the charging pile to turn on according to the start time of charging reserved by the vehicle owner, and charge the corresponding charging vehicle.

[0012] Further, in step S2, confirming whether each charging gun is fully connected to the corresponding charging vehicle includes the following steps:

[0013] S201. Control the S1 switch in the i-th power supply control device in the charging pile to connect to the +12V voltage output terminal. When the voltage at the CC port is detected to be 12V or 5V, the voltage at the CP port is 0V, and the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle is infinite, it is determined that the i-th charging gun is not inserted into the charging port of the i-th charging vehicle. At this time, the S3 switch in the charging port of the i-th charging vehicle is in the closed state; i = 1 or 2. When i = 1, it is the first charging vehicle, and when i = 2, it is the second charging vehicle.

[0014] S202. When the voltage value at the CP port is detected to be 12V, it is determined that the i-th charging gun of the charging pile is inserted into the charging port of the i-th charging vehicle.

[0015] S203. When detected When the i-th charging gun and the i-th charging vehicle are in a semi-connected state at the charging port, the S3 switch in the charging port of the i-th charging vehicle is in an open state at this time; where is the resistance value of the fourth resistor provided in the i-th charging gun for detecting the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle, is the resistance value of the fixed resistor provided in the i-th charging gun for detecting the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle;

[0016] S204. When it is detected that When the i-th charging gun and the i-th charging vehicle are in a fully connected state at the charging port, the S3 switch in the charging port of the i-th charging vehicle is in a closed state and remains normally closed until the i-th charging vehicle is fully charged; when the voltage at the first detection point in the i-th charging gun is 9V, the i-th power supply control device in the charging pile controls the S1 switch of the i-th charging gun to switch from the +12V output terminal to the PWM signal output terminal, controls the S2 switch in the charging port of the i-th charging vehicle to close, and after the S2 switch is closed, the charging port circuit of the i-th charging gun and the i-th charging vehicle is connected to the first resistor , the second resistor and the third resistor , and the circuit voltage changes from 9V to 6V;

[0017] S205. When the voltage value at the first detection point in the i-th power supply control device is 6V and the voltage value at the CP port is stably 6V, the i-th charging gun in the charging pile is in a state of waiting for a charging command.

[0018] Furthermore, = 680Ω, = 1.8kΩ, == 1 kΩ, = 1.5 kΩ, = 3 kΩ.

[0019] Furthermore, in step S2, identifying whether the connection between the charging pile and the corresponding charging vehicle is normal, and the maximum charging current that the charging pile can provide for each charging vehicle includes the following steps:

[0020] S211. Construct a steady-state model of the charging interface between the charging pile and the i-th charging vehicle:

[0021] ;

[0022] Where is the real-time steady-state voltage of the charging port of the charging pile and the i-th charging vehicle; is the real-time charging moment of the i-th charging vehicle of the charging pile; is the capacitance of the power supply control device for controlling the i-th charging vehicle; To control the inductor of the power supply control device of the i-th charging vehicle; To control the total resistance between the power supply control device of the i-th charging vehicle and the interface end of the i-th charging vehicle during the steady-state charging process; ;

[0023] ;

[0024] Wherein, The electric energy output when the PWM signal output end of the i-th power supply control device in the charging pile is closed; Is the duration of a PWM period; Is the duty cycle of the electric energy signal output by the PWM signal output end of the i-th power supply control device of the charging pile;

[0025] S212. Under the condition of the steady-state model of the charging interface between the charging pile and the i-th charging vehicle constructed in the step S211, the real-time steady-state voltage between the charging pile and the i-th charging vehicle :

[0026] ;

[0027] Wherein, Is the first calculation coefficient, Is the second calculation coefficient;

[0028] S213. Solve the optimal duty cycle Of the electric energy signal output by the PWM signal output end of the i-th power supply control device that minimizes the real-time steady-state voltage :

[0029] ;

[0030] Wherein, N is the PWM signal period The total number of times carried out; Is the function of taking the maximum real-time steady-state voltage value in N PWM signal periods, Is the function of taking the minimum real-time steady-state voltage value in N PWM signal periods;

[0031] S214. According to the optimal duty cycle Obtained by the solution in the step S213, when it is within different threshold ranges of the charging pile release current selection mapping relationship, control whether the charging pile is turned on and provide a charging current to the i-th charging vehicle. The charging pile release current selection mapping relationship is as follows:

[0032] 1). When = 0, it means that the CC port and the CP port are always -12V, and the charging pile is unavailable at this time;

[0033] 2). When When

[0034] 3), when is in range, the maximum available current of the charging pile is ;

[0035] 4), when is in range, the maximum available current of the charging pile is ; , ;

[0036] 5), when is in range, the charging pile is in the state of waiting to charge the i-th charging vehicle;

[0037] 6), when = 1, the charging pile is unavailable.

[0038] Furthermore, the calculation formula of the first calculation coefficient , the second calculation coefficient is as follows:

[0039] ;

[0040] .

[0041] Furthermore, the S3 step includes the following steps:

[0042] S31. Calculate the AC-DC conversion efficiency of converting the input alternating current into direct current by the on-vehicle charger in the i-th charging vehicle :

[0043] ; where is the current conversion efficiency of the full-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle, is the current conversion efficiency of the H-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle;

[0044] ;

[0045] ;

[0046] where is the storage battery electrically connected to the on-vehicle resistor of the i-th charging vehicle, is the mutual inductance impedance of the on-vehicle charger of the i-th charging vehicle charging the storage battery real part solving function;

[0047] ;

[0048] Among them, is the reactance of the H-bridge rectifier circuit in the on-vehicle resistor of the i-th charging vehicle, ; p is an imaginary number; ω is the alternating current frequency;

[0049] S32. The AC-DC conversion efficiency calculated according to the S31 step Further calculate the charging current in the battery when the on-vehicle charger in the i-th charging vehicle charges the battery in the vehicle :

[0050] , among which, is the real-time charging current entering the on-vehicle charger of the i-th charging vehicle, ; is or ; is the impedance value of the H-bridge rectifier circuit in the on-vehicle charger of the i-th charging vehicle; ; is the mutual inductance coefficient when the full-bridge rectifier circuit and the H-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle work, , is the coupling coefficient between the coil of the full-bridge rectifier circuit and the coil of the H-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle; ;

[0051] S33. When the initial charging times of the two vehicles are different, give priority to charging the charging vehicle with the first inserted gun. After simultaneous charging, according to the AC-DC conversion efficiency of the i-th charging vehicle, dynamically adjust the charging power of the shared charging pile in real time for current distribution, ;

[0052] S34. When the i-th charging vehicle that preferentially obtains more charging current is charged to 90% of full charge, re-distribute the real-time dynamic charging current: , ; i≠j, , ; is the real-time charging current entering the on-vehicle charger of the i-th charging vehicle after re-distribution, is the real-time charging current entering the on-vehicle charger of the i-th charging vehicle after re-distribution;

[0053] Charge the two charging vehicles in real time according to the re-distributed real-time dynamic charging current. After re-distributing the real-time dynamic charging current, the charging current in the battery when the on-vehicle charger in the i-th charging vehicle charges the battery in the vehicle Also because becomes and becomes , .

[0054] Furthermore, the step S4 includes the following steps:

[0055] S41. Calculate the real-time charging power of the storage battery of the i-th charging vehicle :

[0056] ; where is the calculated current value of the real-time charging power of the storage battery of the i-th charging vehicle, dynamically changes according to whether the i-th charging vehicle is in the state of step S33 or step S34. When in the state of step S33, ; when in the state of step S34, ;

[0057] S42. Predict the total payment required to fully charge the battery of the i-th charging vehicle :

[0058] ;

[0059] wherein, is the initial moment when the i-th charging vehicle starts charging, , in 24-hour timekeeping system; is the total duration required for the i-th charging vehicle to be fully charged from the initial moment , is the charging price standard unit of the charging pile in yuan;

[0060] .

[0061] The present invention also provides an AC charging pile control system with power dynamic allocation adopting the above control method, including a data acquisition module, a charging gun and a maximum charging current confirmation module, a power dynamic allocation adjustment module, a payment prediction module and a charging reservation instruction sending module;

[0062] The data acquisition module is used to collect in real time the voltage value of the first detection point of each charging gun, the voltage values of the CC port and the CP port in the charging port of each charging vehicle, and the resistance value of the third detection point in the vehicle control device of each charging vehicle, the electrical component parameter data of each power supply control device for controlling each charging vehicle in the charging pile, and the electrical component parameter data of the on-vehicle charger and the storage battery in each charging vehicle;

[0063] The charging gun and maximum charging current confirmation module is used to confirm whether each charging gun is fully connected to the corresponding charging vehicle, identify whether the charging pile is normally connected to the corresponding charging vehicle, and the maximum charging current that the charging pile can provide for each charging vehicle;

[0064] The power dynamic distribution adjustment module is used to, according to the maximum charging current that the charging pile can provide for each charging vehicle identified by the charging gun and maximum charging current confirmation module, predict in real time and dynamically adjust the output current of the charging gun for the charging pile to charge each charging vehicle;

[0065] The payment prediction module is used to output a predicted charge according to the predicted and dynamically adjusted output current of the charging gun, and send it to the vehicle owner's mobile terminal. The vehicle owner selects the best charging time to make a charging reservation according to the predicted charge;

[0066] The charging reservation instruction sending module is used to, according to the cost required to fully charge predicted by the payment prediction module, make a reservation for the charging start time by the vehicle owner, and control the charging gun corresponding to the charging vehicle of the charging pile to turn on according to the charging start time reserved by the vehicle owner, and charge the corresponding charging vehicle.

[0067] The present invention also provides an AC charging pile with power dynamic distribution adopting the control method as described above. The charging pile includes a charging pile box body and two charging gun assemblies. Each charging gun assembly includes a charging box, a first cable connected to the charging pile, a second cable, and a seven-hole AC charging gun. The charging gun assembly further includes a hook arranged on the front side of the charging pile box body; one end of the second cable is arranged in the charging box, and the other end is electrically connected to the charging gun; a power supply control device is arranged in the charging box; an in-vehicle charger for AC-DC conversion is arranged in each charging vehicle.

[0068] Further, the AC-DC conversion module in the in-vehicle charger includes a full-bridge rectifier circuit and an H-bridge rectifier circuit connected to an AC power supply. The full-bridge rectifier circuit and the H-bridge rectifier circuit are coupled for AC-DC conversion and rectification. The H-bridge rectifier circuit is connected to the positive and negative electrodes of the storage battery; the full-bridge rectifier circuit includes a first PFC rectifier diode , a second PFC rectifier diode , a third PFC rectifier diode and a fourth PFC rectifier diode , a switching tube , an AC filtering inductor , an AC filtering capacitor , a switching bridge arm, a first IGBT switch , a second IGBT switch , a third IGBT switch , a fourth IGBT switch , a full-bridge resistor 、Full-bridge excitation inductor 、Full-bridge capacitor , a conducting IGBT switch is provided on the switching bridge arm ; an external freewheeling diode VD is provided on each IGBT switch, the E pole of each IGBT switch is connected to the positive pole of the corresponding external freewheeling diode, and the C pole of each IGBT switch is connected to the negative pole of the corresponding external freewheeling diode;

[0069] The H-bridge rectifier circuit includes a first H-bridge rectifier diode 、a second H-bridge rectifier diode 、a third H-bridge rectifier diode and a fourth H-bridge rectifier diode 、a DC filter inductor 、a DC filter capacitor 、an H-bridge resistor 、an H-bridge leakage inductance and an H-bridge capacitor ;

[0070] The full-bridge excitation inductor is connected to one end of the E pole of the fourth IGBT switch and the H-bridge leakage inductance are co-wound on the same iron core through a winding cable to form a transformer; one end of the full-bridge excitation inductor connected to the E pole of the fourth IGBT switch and one end of the H-bridge leakage inductance simultaneously connected to the positive pole of the first H-bridge rectifier diode and the negative pole of the third H-bridge rectifier diode are the same-named terminals.

[0071] The beneficial effects of the present invention are:

[0072] 1. The method and charging pile provided by the present invention can achieve the full connection dynamic recognition of the charging gun and the charging vehicle, send a signal to the vehicle owner to wait for charging after full connection, and predict the cost required to fully charge with the dynamically allocated power during the steady-state voltage charging process. According to the charging time selected by the vehicle owner, the first relay and the second relay are closed for the charging gun, and through big data statistical modeling of the resistance value, capacitance value, excitation inductance value, and leakage inductance value of the AC-DC conversion circuit for AC-DC conversion and the storage battery, PWM signal regulation is then carried out to dynamically provide the optimal charging current with a steady-state voltage at different charging times for the storage battery of the i-th charging vehicle after AC-DC conversion. At the same time, the charging power distribution during the simultaneous charging of the two vehicles is dynamically grasped in real time. When one vehicle is about to be fully charged, most of the charging power is dynamically inclined to be supplied to the other vehicle, which not only meets the high-power charging demand of the other vehicle that needs more time to charge to achieve the demand of being fully charged in a short time, but also meets the charging vehicle that is about to be fully charged to achieve step-down and steady-current low-power charging to avoid electrical faults caused by excessive instantaneous backflow of the charging pile when the charging is suddenly tripped and cut off at the moment of charging completion. Through more refined module division and power management, more flexible charging strategies and higher charging efficiency are achieved.

[0073] 2. For the charging pile, control method and system provided by the present invention, each charging interface may be equipped with an independent power supply control module, and the power output of the optimal charging current with a steady-state charging voltage can be realized at the charging interface between each charging gun and the corresponding charging vehicle according to the charging requirements of different vehicles in real time and dynamically.

[0074] 3. For the charging pile, control method and system provided by the present invention, when one vehicle is about to be fully charged, the charging pile can automatically allocate more power to the charging gun for charging another vehicle, achieving more efficient and rapid charging for the other vehicle while reducing the real-time charging current of the vehicle that is about to be fully charged and avoiding the occurrence of electrical faults caused by the instantaneous current reduction from a relatively high charging current.

[0075] 4. For the charging pile, control method and system provided by the present invention, the charging current and voltage can be automatically adjusted according to the battery state and requirements of the vehicle to protect the battery life. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] In the following, the present invention will be described in more detail based on embodiments and with reference to the drawings. Among them:

[0077] Figure 1 is a schematic flow chart of the control method of the AC charging pile with dynamic power distribution provided by the present invention;

[0078] Figure 2 is a circuit diagram formed by each electrical component of the charging pile provided by the present invention and the i-th charging vehicle at the charging port;

[0079] Figure 3 The high level of the PWM signal, the real-time steady-state voltage of the charging port provided by the method of the present invention and the real-time charging current entering the i-th charging vehicle Time sequence diagram varying with time;

[0080] Figure 4 During the PWM signal period and the real-time steady-state voltage of the charging pile and the charging port of the i-th charging vehicle Schematic diagram of the change situation;

[0081] Figure 5 Real-time current and voltage change diagram of the dynamic charging of the charging vehicle by the charging pile controlled by the control method provided by the present invention;

[0082] Figure 6 Dynamic power change diagram of charging the battery of the charging vehicle after 22:00 by using the control method provided by the present invention;

[0083] Figure 7 Schematic diagram of the structure of the AC charging pile control system for dynamic power distribution provided by the present invention;

[0084] Figure 8 Schematic diagram of the structure of the AC charging pile adopted by the method provided by the present invention;

[0085] Figure 9 Schematic diagram of the structure of the charging box assembly adopted by the method provided by the present invention;

[0086] Figure 10 Schematic diagram of the turn-on and conduction of each electrical component in the positive half cycle after active power factor correction in the AC-DC conversion module of the on-vehicle charger of the i-th charging vehicle provided by the method of the present invention;

[0087] Figure 11 Schematic diagram of the turn-on and conduction of each electrical component in the negative half cycle after active power factor correction in the AC-DC conversion module of the on-vehicle charger of the i-th charging vehicle provided by the method of the present invention;

[0088] Figure 12 Schematic diagram of the conduction time of each rectifier diode in the positive and negative half cycles of the H-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle provided by the method of the present invention;

[0089] Figure 13 For the real-time current output by the charging pile The real-time current charged into the battery after AC-DC conversion by the on-vehicle charger Schematic diagram. Detailed implementation manner

[0090] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0091] As Figure 1 shown, it is a schematic flowchart of a control method for an AC charging pile with power dynamic distribution provided by the present invention. As Figure 10 shown, there are two charging guns 24 provided on the charging pile to which the method provided by the present invention is applicable. The charging guns are seven-hole AC slow charging guns, the AC charging pile is a 7kW AC charging pile, the rated voltage is 220V, and the real-time maximum charging power is 3.3kW. The method provided by the present invention includes the following steps:

[0092] S1. Real-time collect the voltage values at the first detection points of each charging gun, the voltage values of the CC port and the CP port in the charging port of each charging vehicle, and the resistance values at the third detection points in the vehicle control device of each charging vehicle. Control the electrical component parameter data of each power supply control device of each charging vehicle in the charging pile, and the electrical component parameter data of the on-vehicle charger and the battery in each charging vehicle.

[0093] S2. Confirm whether each charging gun is completely connected to the corresponding charging vehicle, identify whether the charging pile is normally connected to the corresponding charging vehicle, and the maximum charging current that the charging pile can provide for each charging vehicle; preferably, in step S2, identifying whether the charging pile is normally connected to the corresponding charging vehicle is achieved according to the duty cycle of the CP port of each charging vehicle after complete connection.

[0094] S3. According to the maximum charging current that the charging pile can provide for each charging vehicle identified in step S2, real-time predict and dynamically adjust the output current of the charging gun for charging each charging vehicle by the charging pile.

[0095] S4. Output a predicted charge according to the predicted and dynamically adjusted output current of the charging gun, and send it to the owner's mobile terminal. The owner selects the best charging time to make a reservation for charging according to the predicted charge.

[0096] S5. According to the predicted cost required to fully charge in step S4, the owner makes a reservation for the start time of charging. According to the start time of charging reserved by the owner, control the charging gun corresponding to the charging vehicle of the charging pile to turn on and charge the corresponding charging vehicle.

[0097] Preferably, the electrical component parameter data collected in step S1 includes the resistance value and capacitance value of the power supply control device, which are used to identify the timing when the S1 switch in the charging circuit of the power supply control device switches to the PWM signal, and whether each charging gun is fully connected to the corresponding charging vehicle. Furthermore, the vehicle owner can be made aware of whether the charging gun connected to the charging vehicle is fully ready to wait for a charging instruction. The electrical component parameter data of the on-vehicle charger and battery in each charging vehicle collected in step S1 includes the AC-DC conversion circuit for AC-DC conversion in the on-vehicle charger and the resistance value, capacitance value, excitation inductance value, and leakage inductance value of the battery. Furthermore, PWM signal regulation is performed to dynamically provide the optimal charging current at different charging times for the battery of the i-th charging vehicle to make the charging process present a steady-state voltage after AC-DC conversion.

[0098] As Figure 2 shown, confirming whether each charging gun is fully connected to the corresponding charging vehicle in step S2 includes the following steps:

[0099] S201. Control the S1 switch in the i-th power supply control device in the charging pile to connect to the +12V voltage output terminal. When the voltage at the CC port is detected to be 12V or 5V, the voltage at the CP port is 0V, and the resistance value of the CC port to the PE port at the third detection point of the i-th charging vehicle is infinite, it is determined that the i-th charging gun is not inserted into the charging port of the i-th charging vehicle. At this time, the S3 switch in the charging port of the i-th charging vehicle is in the closed state; i = 1 or 2. When i = 1, it is the first charging vehicle, and when i = 2, it is the second charging vehicle;

[0100] When the i-th charging gun is inserted into the charging port of the i-th charging vehicle, the vehicle control device in the i-th charging vehicle controls the S3 switch in the charging port of the i-th charging vehicle to be normally closed in the charging port of the i-th charging vehicle and linked with the mechanical lock on the i-th charging gun. When charging is completed and the mechanical lock is manually pressed to release the lock, S3 is simultaneously disconnected;

[0101] S202. When the voltage value at the CP port is detected to be 12V, it is determined that the i-th charging gun of the charging pile is inserted into the charging port of the i-th charging vehicle;

[0102] S203. When it is detected that , the i-th charging gun and the i-th charging vehicle are in a semi-connected state at the charging port. At this time, the S3 switch in the charging port of the i-th charging vehicle is in the open state; the i-th charging gun and the i-th charging vehicle are in a one-to-one correspondence, that is, the i-th charging gun charges the i-th charging vehicle; is the resistance value of the fourth resistor for detecting the resistance value of the CC port to the PE port at the third detection point of the i-th charging vehicle set in the i-th charging gun (the fourth resistor can increase on the basis of the resistance value of the fixed resistor after the S3 switch is disconnected the value, and after the S3 switch is closed, due to a short circuit the value is equal to the fixed resistor resistance value), is the resistance value of the fixed resistor for detecting the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle in the i-th charging gun;

[0103] S204. When it is detected that , the i-th charging gun and the i-th charging vehicle are in a fully connected state at the charging port. At this time, the S3 switch in the charging port of the i-th charging vehicle is in a closed state and remains normally closed until the i-th charging vehicle completes charging. After the charging gun is inserted into the vehicle charging port, the 12V voltage passes through the S1 switch and the first resistor , and arrives at the first detection point and the second detection point in sequence, and then passes through the third resistor to ground to form a loop; when the voltage at the first detection point in the i-th charging gun is 9V, the i-th power supply control device in the charging pile controls the S1 switch of the i-th charging gun to switch from the +12V output terminal to the PWM signal output terminal. At this time, a duty cycle signal that changes from 9V to -12V appears at the first detection point and the second detection point, controlling the S2 switch in the charging port of the i-th charging vehicle to close. After the S2 switch is closed, the charging port loop of the i-th charging gun and the i-th charging vehicle is connected to the first resistor , the second resistor and the third resistor , the third resistor is in parallel with the second resistor and then in series with , and the loop voltage changes from 9V to 6V; as Figure 3 shown, it is the timing diagram of the real-time PWM signal high level at the second detection point on the side of the i-th charging vehicle, the real-time steady-state voltage between the charging pile and the charging port of the i-th charging vehicle, and the real-time charging current entering the on-vehicle charger of the i-th charging vehicle changing with time. When the loop voltage starts to close the S2 switch, the PWM signal at the second detection point continues for a period of 9V high-level signal. During this period, due to the closing of the S2 switch, is gradually adjusted. Since the first resistor , the second resistor and the third resistor are connected to the loop, the real-time charging current entering the on-vehicle charger of the i-th charging vehicle transiently increases at the transition moment from the first stage to the first second stage, and then gradually decreases in the second stage. When the S2 switch is fully closed, at the moment of entering the third stage from the second stage, transiently decreases and basically maintains in the third stage when the first resistor , the second resistor and the third resistor and the current level to which it is reduced;

[0104] S205. When the voltage value at the first detection point in the i-th power supply control device is 6V and the voltage value at the CP port is stably 6V, at this time, the voltage value at the second detection point is also stably 6V. The i-th charging gun in the charging pile is in a state of waiting for a charging command, and the first relay and the second relay can be closed according to the vehicle owner's instruction to charge the i-th charging vehicle. At this time, as Figure 3 shown, when the real-time steady-state voltage between the charging pile and the charging port of the i-th charging vehicle is adjusted to a stable voltage that is basically the same as the peak voltage at the initial moment of each cycle of the PWM period signal, during the process of entering the second two-stage process from the three-stage process, the real-time charging current entering the on-vehicle charger of the i-th charging vehicle identifies the stable voltage that is basically the same as the peak voltage at the initial moment of each cycle of the PWM period signal in the second two-stage process, and adjusts its stable current peak value to follow the adjustment of the PWM period signal; and then enters the waiting charging command state of periodically supplying a stable peak current following the PWM signal, that is Figure 3 the four-stage process; when the charging is completed and the vehicle owner wants to unplug the i-th charging gun, since the S2 switch is turned off, therefore, the high level of the PWM period signal enters the temporary cycle modulation of 9V again.

[0105] Among them, = 680Ω, = 1.8kΩ, == 1 kΩ, = 1.5 kΩ, = 3 kΩ.

[0106] If a fault occurs at the charging pile end, the charging pile will set the switch at S1 to +12V, and the PWM wave of the CP signal will be interrupted, and the vehicle will stop charging within 3s. In order to clarify whether the i-th charging gun for charging the i-th charging vehicle by the charging pile forms a closed loop with the charging gun socket of the i-th charging vehicle at the charging port, and then identify its fully connected waiting charging state, the state of being half-connected and at risk of overload or short circuit, or the state where the i-th charging gun cannot recognize the i-th charging vehicle due to incomplete connection. Therefore, as another preferred embodiment of the present invention, the present invention identifies the above states according to the duty cycle of the CP port at the charging port where the i-th charging gun and the i-th charging vehicle are located in the S2 step. In the S2 step, according to the duty cycle of the CP port of each charging vehicle, it is identified whether the connection between the charging pile and the corresponding charging vehicle is normal, and the maximum charging current that the charging pile can provide for each charging vehicle, including the following steps:

[0107] S211. Construct a steady-state model of the charging interface between the charging pile and the i-th charging vehicle:

[0108] ;

[0109] Among them, is the real-time steady-state voltage of the charging ports of the charging pile and the i-th charging vehicle, which is an unknown value and is solved in step S212 through the constructed steady-state model; is the real-time charging moment of the i-th charging vehicle by the charging pile; is the capacitance of the power supply control device for controlling the i-th charging vehicle; is the inductance of the power supply control device for controlling the i-th charging vehicle; is the total resistance at the interface end between the power supply control device for controlling the i-th charging vehicle and the i-th charging vehicle during the steady-state charging process; ;

[0110] ;

[0111] Among them, is the electric energy output when the PWM signal output terminal of the i-th power supply control device in the charging pile is closed; is the duration of a PWM period; is the duty cycle of the electric energy signal output by the PWM signal output terminal of the i-th power supply control device of the charging pile; As Figure 4 shown, it is the electric energy output when the PWM signal output terminal of the i-th power supply control device in the charging pile is closed and the real-time steady-state voltage of the charging ports of the charging pile and the i-th charging vehicle in a schematic diagram of the change within a PWM signal period;

[0112] S212. Under the condition of the steady-state model of the charging interface between the charging pile and the i-th charging vehicle constructed in step S211, the real-time steady-state voltage of the charging interface between the charging pile and the i-th charging vehicle:

[0113] ;

[0114] Among them, is the first calculation coefficient, is the second calculation coefficient;

[0115] S213. Solve the optimal duty cycle of the electric energy signal output by the PWM signal output terminal of the i-th power supply control device that minimizes the real-time steady-state voltage :

[0116] ;

[0117] Among them, N is the PWM signal period Total number of times performed; Is a function to obtain the maximum real-time steady-state voltage value in N PWM signal cycles, Is a function to obtain the minimum real-time steady-state voltage value in N PWM signal cycles; as Figure 4 shown, Is the maximum real-time steady-state voltage value in the first PWM signal cycle, Is the maximum real-time steady-state voltage value in the first PWM signal cycle. After N PWM signal cycle loops, the maximum real-time steady-state voltage value in each PWM signal cycle is obtained once in each loop, and then a set is formed, Is a function to obtain the maximum value in set A. The calculation for is the same reason;

[0118] S214. According to the optimal duty cycle obtained by solving in step S213 being within different threshold ranges of the charging pile release current selection mapping relationship, control whether the charging pile is turned on and provide a charging current to the i-th charging vehicle. The charging pile release current selection mapping relationship is as follows:

[0119] 1), When = 0, it means that the CC port and the CP port are always -12V. The S1 switch in the circuit between the i-th charging gun and the charging port of the i-th charging vehicle has not completed the switching from the +12 output terminal to the PWM signal output terminal, that is, the PWM signal output terminal has not been fully connected to the S1 switch. The charging pile is unavailable;

[0120] 2), When = 0.05, it is necessary to further confirm whether the charging port is normally connected;

[0121] 3), When is within the range, the maximum available current of the charging pile is ;

[0122] 4), When is within the range, the maximum available current of the charging pile is ; , ;

[0123] 5), When is within the range, the charging pile is in a state of waiting to charge the i-th charging vehicle;

[0124] 6), When = 1, the charging pile is unavailable.

[0125] The first calculation coefficient and the second calculation coefficient are calculated as follows:

[0126] ;

[0127] .

[0128] The CP signal is the key signal for the charging pile to control the charging current. When the electric vehicle is charging, the charging pile generates the CP signal. By steps S201 - S205, it can dynamically identify the voltage value at the first detection point, the voltage values of the CC port and CP port inside the charging socket, and the resistance value at the third detection point inside the vehicle control device in each charging vehicle in real time. Through the communication line between the charging socket and the vehicle, it can further identify various states of the charging gun, such as plugging and unplugging, preparation, start, and stop of charging, etc., thereby realizing the real - time monitoring of the interaction between the charging pile and the new - energy vehicle and ensuring the safety and efficiency of the charging process. The CP signal can also effectively prevent safety hazards such as overload and short - circuit between the vehicle and the charging pile. Once the charging pile detects that the vehicle battery is fully charged or there are other abnormal situations, it will immediately notify the on - vehicle charger to stop charging through the CP signal, thus protecting the battery and charging equipment from damage.

[0129] To effectively improve the utilization rate of the output energy of the charging pile, as another preferred embodiment of the present invention, step S3 includes the following steps:

[0130] S31. Calculate the AC - DC conversion efficiency of the on - vehicle charger in the i - th charging vehicle for converting the input alternating current into direct current :

[0131] ; where is the current conversion efficiency of the full - bridge rectifier circuit of the on - vehicle charger in the i - th charging vehicle, is the current conversion efficiency of the H - bridge rectifier circuit of the on - vehicle charger in the i - th charging vehicle;

[0132]

[0133]

[0134] where is the storage battery electrically connected to the on - vehicle resistor in the i - th charging vehicle, is the mutual inductance impedance for the on - vehicle charger in the i - th charging vehicle to charge the storage battery real - part solution function;

[0135]

[0136] where The reactance of the H-bridge rectifier circuit in the in-vehicle resistor of the i-th charging vehicle ; p is an imaginary number, p 2 = -1; ω is the alternating current frequency;

[0137] S32. Calculate the AC-DC conversion efficiency according to step S31 Further calculate the charging current in the battery when the on-vehicle charger in the i-th charging vehicle charges the battery in the vehicle :

[0138] , where is the real-time charging current entering the on-vehicle charger of the i-th charging vehicle ; is or ; is the impedance value of the H-bridge rectifier circuit in the on-vehicle charger of the i-th charging vehicle; ; is the mutual inductance coefficient when the full-bridge rectifier circuit and the H-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle are working , is the coupling coefficient between the coil of the full-bridge rectifier circuit and the coil of the H-bridge rectifier circuit of the on-vehicle charger of the i-th charging vehicle; ;

[0139] S33. When the initial charging times of the two vehicles are different, give priority to charging the charging vehicle that inserts the gun first. After simultaneous charging, adjust the charging power of the shared charging pile in real time dynamically according to the AC-DC conversion efficiency of the i-th charging vehicle ;

[0140] S34. When the i-th charging vehicle that preferentially obtains more charging current (that is, the AC-DC conversion efficiency of the i-th charging vehicle relative to the j-th charging vehicle in step S33 is greater) is charged to 90% of full charge, re-distribute the real-time dynamic charging current: , ; i ≠ j, , ; is the real-time charging current entering the on-vehicle charger of the i-th charging vehicle after re-distribution is the real-time charging current entering the on-vehicle charger of the i-th charging vehicle after re-distribution;

[0141] Charge the two charging vehicles in real time according to the re-distributed real-time dynamic charging current. After re-distributing the real-time dynamic charging current, the charging current in the battery when the on-vehicle charger in the i-th charging vehicle charges the battery in the vehicle also due to become and become , .

[0142] For example, when the first charging vehicle is allocated a relatively large charging current in step S33, that is when, in step S34, the first charging vehicle is charged to 90% of its battery capacity, the reallocated current of the first charging vehicle and the current of the second charging vehicle are as follows:

[0143] ;

[0144] .

[0145] As Figure 5 shown, the charging pile initially charges the i-th charging vehicle in a trickle charging mode through the i-th charging gun. The initial charging current entering the battery of the i-th charging vehicle is , and the initial charging voltage is . This stage is for restorative charging of the battery to avoid the phenomenon of internal short circuit and burnout of the battery caused by excessive current entering initially. When the real-time charging voltage of the battery exceeds 3V, that is, when the charging current of the battery in the i-th charging vehicle by the i-th charging gun makes the voltage across the positive and negative electrodes of the battery reach 3V, that is Figure 5 in when it enters the constant current mode. At this time, through steps S31 - S32, the charging pile controls the real-time voltage that is instantaneously increased to after being allocated to the i-th charging vehicle through the i-th charging gun and then passing through AC-DC conversion and charging into the battery. The battery stores electricity due to continuous charging. During this stage, the real-time charging voltage across the battery keeps rising. When the battery is charged to 90% of its full charge capacity, it enters step S33, and the controlled real-time charging current allocated to the i-th charging vehicle is reduced to , and the real-time charging current allocated to the j-th charging vehicle is increased to , where j is 1 or 2, and j ≠ i;

[0146] and control the H-bridge charging circuit of the on-vehicle charger of the i-th charging vehicle to keep the charging voltage constant, maintaining the constant voltage charging mode until the i-th charging vehicle is fully charged. The reallocated charging current keeps decreasing to , completing the charging of the i-th charging vehicle.

[0147] The method provided by the present invention uses an on-vehicle charger with an AC-DC conversion module having a full-bridge rectifier current-coupled H-bridge rectifier circuit. After converting the alternating current transmitted from the charging pile to the charging vehicle into direct current, a DC voltage is applied across the battery terminals for charging. When the battery is initially severely short of power, it is charged with a constant large current, and the voltage of the battery gradually and slowly rises. When it reaches a certain level, the battery voltage reaches the nominal value, and the SoC of the battery reaches 90%. Then, it continues to charge the battery with a constant voltage and small current. Therefore, not only can the dynamic real-time distribution of the total charging power formed by the total charging current during the simultaneous charging of two charging vehicles by the charging pile be ensured, avoiding the occurrence of damage to the batteries of the charging vehicles due to overload, but also a relatively large power can be allocated to another battery in a severely power-deficient situation for constant current charging, effectively dynamically distributing the total charging power and improving the power utilization efficiency.

[0148] Due to the different peak-valley electricity prices, the first relay can be selected to be closed by predicting the total payment required for charging. and the second relay To charge the i-th charging vehicle, as another preferred embodiment of the present invention, step S4 includes the following steps:

[0149] S41. Calculate the real-time charging power of the battery of the i-th charging vehicle :

[0150] ; The real-time charging power is the electrical energy charged into the battery per unit time of the battery, where is the calculated current value of the real-time charging power of the battery of the i-th charging vehicle, which varies dynamically according to whether the i-th charging vehicle is in step S33 or step S34. When in the state of step S33, ; When in step S34, ;

[0151] S42. Predict the total payment required to fully charge the battery of the i-th charging vehicle :

[0152]

[0153] where, is the initial moment of charging the i-th charging vehicle, , in 24-hour timekeeping; is the total duration required for the i-th charging vehicle to be fully charged from the initial moment , is the charging rate standard of the charging pile, with the unit being yuan (RMB);

[0154] 。

[0155] That is, the specific time periods of the grid unit time electricity price are as follows:

[0156] Peak period: ;

[0157] Flat period: ;

[0158] Valley period: ;

[0159] Spike period: 。

[0160] Specifically, step S5 includes the owner of the i-th charging vehicle selecting the initial charging moment of the i-th charging vehicle according to the pricing rule in step S42 The different total payment prices required are compared, and the initial charging moment of the i-th charging vehicle that makes the total payment price required for the i-th charging vehicle to fully charge the battery calculated in step S42 is selected, and the reservation control charger is used to turn on the first relay K1 and the second relay K2 corresponding to the i-th charging vehicle to be closed. , and the reservation control charger turns on the first relay K1 and the second relay K2 corresponding to the i-th charging vehicle to be closed.

[0161] As Figure 6 shown, it is a dynamic charging power diagram for predicting and controlling the charging of a charging vehicle after 22:00 at night by using the method of the present invention. Since the unit charging price between 22:00 and 23:00 is 1.20 yuan, and the unit charging price between 23:00 and 7:00 the next day is 0.90 yuan, the charger can be controlled to start charging at 22:00, charge with a smaller charging current, and be allocated a larger charging current after 23:00, that is, first perform constant current charging, and then perform constant current + constant voltage charging. The first constant current charging mode enables the battery to complete a part of the total power shortage of the battery, and at the start moment of the time period with a smaller unit charging price, the real-time charging current entering the battery is controlled to increase and stabilize to a higher value to perform the constant current charging mode in the constant current + constant voltage charging mode, thereby ensuring that more charging electrical energy is consumed after 23:00, and further enabling the battery to be fully charged at a lower total price.

[0162] The present invention also provides an AC charger control system with power dynamic distribution adopting the above control method. As Figure 7 shown, it includes a data acquisition module, a charging gun and a maximum charging current confirmation module, a power dynamic distribution adjustment module, a payment prediction module, and a charging reservation instruction sending module;

[0163] The data acquisition module is used to collect in real time the voltage value of the first detection point of each charging gun, the voltage values of the CC port and the CP port in the charging port of each charging vehicle, and the resistance value of the third detection point in the vehicle control device of each charging vehicle, the electrical component parameter data (resistance value, capacitance value, excitation inductance value and leakage inductance value) of each power supply control device that controls each charging vehicle in the charging pile, and the electrical component parameter data (resistance value, capacitance value, excitation inductance value and leakage inductance value) of the on-vehicle charger and the battery in each charging vehicle;

[0164] The charging gun and maximum charging current confirmation module is used to confirm whether each charging gun is fully connected to the corresponding charging vehicle, and after being fully connected, further identify whether the charging pile is normally connected to the corresponding charging vehicle according to the duty ratio of the CP port of each charging vehicle, and the maximum charging current that the charging pile can provide for each charging vehicle;

[0165] The power dynamic distribution and adjustment module is used to, according to the maximum charging current that the charging pile can provide for each charging vehicle identified by the charging gun and maximum charging current confirmation module, predict in real time and dynamically adjust the output current of the charging gun for the charging pile to charge each charging vehicle;

[0166] The payment prediction module is used to output a predicted charge according to the predicted and dynamically adjusted output current of the charging gun, and send it to the owner's mobile terminal. The owner can select the best charging time to make a charging reservation according to the predicted charge;

[0167] The charging reservation instruction sending module is used to, according to the cost required to fully charge predicted by the payment prediction module, make a reservation for the charging start time by the owner, and control the charging gun corresponding to the charging vehicle of the charging pile to turn on according to the charging start time reserved by the owner, so as to charge the corresponding charging vehicle.

[0168] The present invention also provides an AC charging pile with power dynamic distribution adopting the control method as described above, as Figure 8 shown. The charging pile includes a charging pile box body 1 and two charging gun assemblies 2. Each charging gun assembly includes a charging box 21, a first cable 22 connected to the charging pile, a second cable 23, and a seven-hole AC charging gun 24. The charging gun assembly further includes a hook 25 arranged on the front side of the AC charging pile box body 1. One end of the second cable 23 is arranged in the charging box 21, and the other end is electrically connected to the charging gun 24; a power supply control device is arranged in the charging box 21; an on-vehicle charger for AC-DC conversion is arranged in each charging vehicle. The on-vehicle charger is electrically connected to the S2 switch in the corresponding seven-hole AC charging gun 24. The hook 25 is used to store and wind the overlong second cable 23;

[0169] The two charging guns are the CC port, CP port, PE port, N port, L1 port, L2 port and L3 port that correspond one by one to the charging port of the charging vehicle; one end of the PE port extends to the ground in the charging pile, and the other end extends to the body ground in the corresponding charging vehicle;

[0170] Each charging vehicle is equipped with an on-board charger for AC / DC conversion and a vehicle control device. Each charging vehicle is equipped with a first relay installed in the charging pile. and the second relay The switch controls the AC power in the charging pile to be charged into the on-board charger in the corresponding charging car; the charging pile also includes two power supply control devices, each power supply control device corresponds to the corresponding charging gun, and each power supply control device is provided with a +12V voltage output terminal, a PWM signal output terminal, an S1 switch, a first resistor , the first resistor Connected to the CP port of the corresponding charging gun (i-th charging gun), each charging gun corresponding to the power supply control device is provided with a fourth resistor , a detection resistor RC and an S3 switch, one end of the detection resistor RC is electrically connected to the CC port of the charging gun, and the other end is electrically connected to the PE port through the S3 switch; the specific power supply control device of the charging gun in each charging port is connected to the first resistor in the i-th charging car To the fourth resistor The functions are as described in the prior art disclosed in publication numbers CN106207651A, CN208789516U, and CN116111392A.

[0171] Furthermore, if Figures 10 - 11 As shown, in the control method provided by the present invention, the AC-DC conversion module in the on-board charger of the charging vehicle includes a full-bridge rectifier circuit and an H-bridge rectifier circuit connected to the AC power supply, the full-bridge rectifier circuit and the H-bridge rectifier circuit are coupled to perform AC-DC conversion and rectification, and the H-bridge rectifier circuit is connected to the positive and negative electrodes of the battery; the full-bridge rectifier circuit includes a first PFC rectifier diode , the second PFC rectifier diode , the third PFC rectifier diode and the fourth PFC rectifier diode , switch tube , AC filter inductor , AC filter capacitor , switch bridge arm, first IGBT switch , Second IGBT switch , the third IGBT switch , the fourth IGBT switch , full bridge resistance , full bridge excitation inductance , full bridge capacitor , a conducting IGBT switch is provided on the switch bridge arm ; An external freewheeling diode VD is provided on each IGBT switch. The E electrode of each IGBT switch is connected to the positive electrode of the corresponding external freewheeling diode, and the C electrode of each IGBT switch is connected to the negative electrode of the corresponding external freewheeling diode; Preferably, the external freewheeling diode is a silicon-based fast recovery diode Si-FRD; The H-bridge rectifier circuit includes a first H-bridge rectifier diode , a second H-bridge rectifier diode , a third H-bridge rectifier diode , and a fourth H-bridge rectifier diode , a DC filter inductor , a DC filter capacitor , an H-bridge resistor , an H-bridge leakage inductance , and an H-bridge capacitor ;

[0172] The full-bridge excitation inductor is connected to the E electrode of the fourth IGBT switch . One end of the full-bridge excitation inductor and the H-bridge leakage inductance are wound around the same iron core through a winding cable to form a transformer; One end of the full-bridge excitation inductor connected to the E electrode of the fourth IGBT switch and the H-bridge leakage inductance connected to the positive electrode of the first H-bridge rectifier diode and the negative electrode of the third H-bridge rectifier diode

[0173] The AC input live wire is simultaneously connected to the positive electrode of the first PFC rectifier diode and the negative electrode of the third PFC rectifier diode . The negative electrode of the third PFC rectifier diode is connected to the positive electrode of the first PFC rectifier diode ; The AC input neutral wire is simultaneously connected to the positive electrode of the second PFC rectifier diode and the negative electrode of the fourth PFC rectifier diode . The negative electrode of the fourth PFC rectifier diode is connected to the positive electrode of the second PFC rectifier diode ; The negative electrode of the first PFC rectifier diode and the negative electrode of the second PFC rectifier diode are simultaneously connected to one end of the AC filter inductor . The other end of the AC filter inductor is connected to the C electrode of the conducting IGBT switch and, after convergence, is connected to the positive electrode of the switching transistor . The negative electrode of the switching transistor is simultaneously connected to the AC filter capacitor One end of, the first IGBT switch The C pole of, and the second IGBT switch The C pole of are connected; The third PFC rectifier diode The positive pole and the fourth PFC rectifier diode The positive poles are simultaneously connected to one end of the full-bridge resistor One end of the full-bridge resistor The other end of the full-bridge resistor is connected to the E pole of the conducting IGBT switch And after convergence, it is connected to the other end of the AC filter capacitor The other end of, the third IGBT switch The E pole of, and the fourth IGBT switch The E pole of are connected; The third IGBT switch The C pole of is simultaneously connected to the E pole of the first IGBT switch And one end of the full-bridge capacitor One end of the full-bridge capacitor The other end of the full-bridge capacitor is connected to one end of the full-bridge exciting inductor One end of the full-bridge exciting inductor, the fourth IGBT switch The C pole of is simultaneously connected to the E pole of the second IGBT switch And the other end of the full-bridge exciting inductor Are connected.

[0174] The positive pole of the storage battery is connected to one end of the DC filter capacitor And one end of the DC filter inductor Simultaneously. The other end of the DC filter inductor is simultaneously connected to the negative pole of the first H-bridge rectifier diode And the negative pole of the second H-bridge rectifier diode Simultaneously. The positive pole of the first H-bridge rectifier diode Is connected to the negative pole of the third H-bridge rectifier diode The positive pole of the second H-bridge rectifier diode Is connected to the negative pole of the fourth H-bridge rectifier diode The positive pole of the third H-bridge rectifier diode And the positive pole of the fourth H-bridge rectifier diode Are both connected to one end of the H-bridge resistor One end of the H-bridge resistor The other end of the H-bridge resistor, the negative pole of the storage battery and the other end of the DC filter capacitor Are connected; One end of the H-bridge leakage inductance Is simultaneously connected to the positive pole of the first H-bridge rectifier diode And the negative pole of the third H-bridge rectifier diode The other end of the H-bridge leakage inductance is connected to the H-bridge capacitor One end of the H-bridge capacitor is connected to one end, and the H-bridge capacitor The other end is simultaneously connected to the second H-bridge rectifier diode The positive electrode of is connected to the fourth H-bridge rectifier diode The negative electrode is connected.

[0175] During the AFPC control (active power factor correction) stage, the H-bridge rectifier circuit does not work, and the IGBT switch that controls the conduction of the full-bridge rectifier circuit is in the conduction state. At this time, as Figure 10 shown, the conduction path of the full-bridge rectifier circuit during the positive half-cycle of the AC input is the first PFC rectifier diode , the AC filter inductor , the conducting IGBT switch and the fourth PFC rectifier diode ; the path during the negative half-cycle of the AC input is the second PFC rectifier diode , the AC filter inductor , the conducting IGBT switch and the third PFC rectifier diode ;

[0176] After the active power factor correction is completed through AFPC control, the IGBT switch that controls the conduction is in the off state. At this time, AC-DC conversion is performed through the front section of the full-bridge rectifier circuit, and DC conversion is performed through the mutual inductance between the rear section of the full-bridge rectifier circuit and the H-bridge rectifier circuit, and the battery is charged;

[0177] As Figure 10 , Figure 12 shown, the conduction path during the positive half-cycle of the AC input is the first PFC rectifier diode , the AC filter inductor , the switching tube , the second IGBT switch , the full-bridge excitation inductor , the full-bridge capacitor , the third PFC rectifier diode , the full-bridge resistor and the fourth IGBT switch back to the AC input terminal to form a closed loop of the full-bridge rectifier circuit, completing the AC-DC conversion in the front section of the full-bridge rectifier circuit; when the current passes through the full-bridge excitation inductor , a magnetic field will be generated in the winding on the iron core, and then a current will be generated in the H-bridge leakage inductance of the H-bridge rectifier circuit. The direction of the current is from the homonymous end that is simultaneously connected to the positive electrode of the first H-bridge rectifier diode and the negative electrode of the third H-bridge rectifier diode to the H-bridge leakage inductance In the direction of the other end, the current further passes through the H-bridge capacitor in sequence and the second H-bridge rectifier diode and the H-bridge leakage inductance enters from the positive pole of the storage battery, then flows out from the negative pole and continues to enter the H-bridge resistor in sequence and the third H-bridge rectifier diode and returns to the H-bridge leakage inductance The current flowing into the same-named terminal forms a closed loop of the H-bridge rectifier circuit, completing the electromagnetic induction between the latter stage of the full-bridge rectifier circuit and the H-bridge rectifier circuit during the positive half-cycle of the AC input, thereby realizing DC conversion, and charging the storage battery after DC filtering of the H-bridge rectifier circuit.

[0178] As Figure 11 and Figure 12 shown, when the IGBT switch is in the off state, the conduction path during the negative half-cycle of the AC input is the third PFC rectifier diode and the second PFC rectifier diode and the AC filter inductor and the switching tube and the first IGBT switch and the full-bridge capacitor and the full-bridge exciting inductance and the fourth IGBT switch and the full-bridge resistor and returns to the AC input terminal to form a closed loop of the full-bridge rectifier circuit, completing the AC-DC conversion in the front stage of the full-bridge rectifier circuit; when the current passes through the full-bridge exciting inductance , a magnetic field will be generated in the winding on the iron core, thereby generating a current in the H-bridge leakage inductance of the H-bridge rectifier circuit. The direction of the current is from the same-named terminal connected to the positive pole of the second H-bridge rectifier diode and the negative pole of the fourth H-bridge rectifier diode to the other end of the H-bridge leakage inductance . The current further passes through the H-bridge leakage inductance enters from the positive pole of the storage battery, then flows out from the negative pole and continues to enter the H-bridge resistor in sequence and the fourth H-bridge rectifier diode and the H-bridge capacitor and returns to the H-bridge leakage inductance The current flowing into the same-named terminal forms a closed loop of the H-bridge rectifier circuit, completing the electromagnetic induction between the latter stage of the full-bridge rectifier circuit and the H-bridge rectifier circuit during the negative half-cycle of the AC input, thereby realizing DC conversion, and charging the storage battery after DC filtering of the H-bridge rectifier circuit.

[0179] Figure 12where θ is the phase difference between the AC voltage after AC-DC conversion and the DC voltage obtained after the AC-DC module completes active power factor correction, and is also the conduction angle of the third H-bridge rectifier diode during the positive half-cycle and the first H-bridge rectifier diode during the negative half-cycle ; is the charging current of the battery obtained by AC-DC conversion, and then a charging voltage is formed across the battery is the basic amplitude part of, which lags behind the battery charging current by a phase angle of α, and α = (π - θ) / 2.

[0180] As Figure 13 shown, it is a schematic diagram of the real-time current output by the charging pile and then charged into the battery after AC-DC conversion by the on-vehicle charger . Figure 13 The upper part is the timing change diagram of the real-time current output by the charging pile and its corresponding output real-time voltage , and the lower part is the timing change diagram of the real-time current charged into the battery after AC-DC conversion and its corresponding real-time voltage .

[0181] Although the present invention has been described with reference to the preferred embodiments, various improvements can be made to it and components therein can be replaced with equivalents without departing from the scope of the present invention. In particular, as long as there is no structural conflict, the technical features mentioned in each embodiment can be combined in any way. The present invention is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. A control method for an AC charging pile with dynamic power distribution, wherein the charging pile is provided with two charging guns, the charging guns are seven-hole slow charging guns, the AC charging pile is a 7kW AC charging pile, the rated voltage is 220V, and the real-time maximum charging power is 3.3kW, characterized in that: The method comprises the following steps: S1, real-time collection of the voltage value of the first detection point of each charging gun, the voltage values ​​of the CC port and the CP port in each charging port of the charging vehicle, and the resistance value of the third detection point in the vehicle control device in each charging vehicle, the electrical component parameter data of each power supply control device in the charging pile that controls each charging vehicle, and the electrical component parameter data of the on-board charger and battery in each charging vehicle; S2. Confirm whether each charging gun is fully connected to the corresponding charging vehicle, identify whether the charging pile is properly connected to the corresponding charging vehicle, and the maximum charging current that the charging pile can provide for each charging vehicle; S3, based on the maximum charging current that the charging pile can provide for each charging vehicle identified in step S2, real-time prediction and dynamic adjustment of the charging gun output current of the charging pile for each charging vehicle; S4: Predict charging according to the predicted dynamically adjusted charging gun output current output, and the car owner selects the best charging time to make an appointment for charging according to the predicted charging; S5. According to the step S4, the cost required for full charging is predicted, and the car owner schedules the charging start time. According to the scheduled charging start time, the charging pile is controlled to open the charging gun corresponding to the charging car to charge the corresponding charging car.

2. The control method of the AC charging pile with dynamic power distribution according to claim 1 is characterized in that: The step S2 confirms whether each charging gun is fully connected to the corresponding charging vehicle, including the following steps: S201, control the S1 switch in the i-th power supply control device in the charging pile to turn on the +12V voltage output terminal, when it is detected that the voltage at the CC port is 12V or 5V, the voltage at the CP port is 0V and the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle is When it is infinite, it is judged that the i-th charging gun is not inserted into the charging port of the i-th charging vehicle, and the S3 switch in the charging port of the i-th charging vehicle is in a closed state; i=1 or 2, when i=1, it is the first charging vehicle, and when i=2, it is the second charging vehicle; S202: When the voltage value at the CP port is detected to be 12V, it is determined that the i-th charging gun of the charging pile is inserted into the charging port of the i-th charging vehicle; S203, when it is detected When , the i-th charging gun and the i-th charging vehicle are in a semi-connected state at the charging port, and the S3 switch in the charging port of the i-th charging vehicle is in a disconnected state; wherein, is the resistance value of a fourth resistor provided in the i-th charging gun for detecting the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle, is the resistance value of a fixed resistor provided in the i-th charging gun for detecting the resistance value from the CC port to the PE port at the third detection point of the i-th charging vehicle; S204, when it is detected When the voltage at the first detection point of the i-th charging gun is 9V, the i-th power supply control device in the charging pile controls the S1 switch of the i-th charging gun to switch from the +12V output end to the PWM signal output end, and controls the S2 switch in the charging port of the i-th charging car to close. After the S2 switch is closed, the charging port circuit of the i-th charging gun and the i-th charging car is connected to the first resistor. , the second resistor and the third resistor , the loop voltage changes from 9V to 6V; S205: When the voltage value of the first detection point in the i-th power supply control device is 6V and the voltage value of the CP port is stable at 6V, the i-th charging gun in the charging pile is in a state of waiting for a charging command.

3. The control method of the AC charging pile with dynamic power distribution according to claim 2 is characterized in that: =680Ω, =1.8kΩ, ==1 kΩ, =1.5 kΩ, =3 kΩ.

4. The control method of the AC charging pile with dynamic power distribution according to claim 1, characterized in that: In the step S2, identifying whether the charging pile is connected to the corresponding charging vehicle normally and the maximum charging current that the charging pile can provide for each charging vehicle includes the following steps: S211, construct a steady-state model of the charging interface between the charging pile and the i-th charging vehicle: ； in, The real-time steady-state voltage between the charging pile and the charging port of the i-th charging vehicle; The real-time charging time of the i-th charging vehicle at the charging pile; A capacitor for controlling the power supply control device of the i-th charging vehicle; An inductance for controlling the power supply control device of the i-th charging vehicle; The total resistance between the power supply control device of the i-th charging vehicle and the interface terminal of the i-th charging vehicle during the steady-state charging process; ; ； in, Output electric energy when the PWM signal output terminal of the i-th power supply control device in the charging pile is closed; is the length of a PWM cycle; The duty cycle of the power signal output by the PWM signal output terminal of the i-th power supply control device of the charging pile; S212: In the case of the steady-state model of the charging interface between the charging pile and the i-th charging vehicle constructed in step S211, the real-time steady-state voltage of the charging interface between the charging pile and the i-th charging vehicle : ； in, is the first calculation coefficient, is the second calculation coefficient; S213, solve the real-time steady-state voltage The smallest optimal duty cycle of the power signal output by the PWM signal output terminal of the i-th power supply control device : ； Where N is the PWM signal period Total number of times performed; To obtain the maximum real-time steady-state voltage value function in N PWM signal cycles, It is a function to obtain the minimum real-time steady-state voltage value in N PWM signal cycles; Where N is the PWM signal period Total number of times performed; To obtain the maximum real-time steady-state voltage value function in N PWM signal cycles, It is a function to obtain the minimum real-time steady-state voltage value in N PWM signal cycles; S214: Optimal duty cycle obtained by solving the problem in step S213 Within different threshold ranges of the charging pile release current selection mapping relationship, the charging pile is controlled to be turned on and provide charging current to the i-th charging vehicle. The charging pile release current selection mapping relationship is as follows: 1) When =0, it means that the CC port and CP port are always -12V, and the charging pile is unavailable at this time; 2) When =0.05, you need to further confirm whether the charging port is connected normally; 3) When In When within the range, the maximum current available from the charging pile is ; ; 4) When In When within the range, the maximum current available from the charging pile is ; , ; 5) When In When within the range, the charging pile is in a state of waiting to charge the i-th charging vehicle; 6) When =1, the charging station is not available.

5. The control method of AC charging pile with dynamic power distribution according to claim 4, characterized in that: The first calculation coefficient The second calculation coefficient The calculation formula is as follows: ； 。 6. The control method of AC charging pile with dynamic power distribution according to claim 1, characterized in that: The S3 step includes the following steps: S31, calculating the AC-DC conversion efficiency of the on-board charger in the i-th charging vehicle for converting the input AC power into DC power : ;in, is the current conversion efficiency of the full-bridge rectifier circuit of the on-board charger of the i-th charging vehicle, is the current conversion efficiency of the H-bridge rectifier circuit of the on-board charger of the i-th charging vehicle; ； ;in, is the H-bridge resistor of the H-bridge rectifier circuit of the on-board charger; is the full-bridge resistance of the full-bridge rectifier circuit of the on-board charger; in, The battery electrically connected to the on-board resistor of the i-th charging vehicle, is the mutual inductance impedance of the on-board charger of the i-th charging vehicle charging the battery Real part solving function; ； in, is the reactance of the H-bridge rectifier circuit in the on-board resistor of the i-th charging vehicle, ; p is an imaginary number; ω is the frequency of alternating current; and They are the H-bridge leakage inductance and H-bridge capacitance of the H-bridge rectifier circuit respectively; The full-bridge excitation inductor of the full-bridge rectifier circuit of the on-board charger; S32: AC-DC conversion efficiency calculated according to step S31 Further calculate the charging current in the battery when the on-board charger in the i-th charging vehicle charges the battery in the vehicle : ,in, is the real-time charging current of the on-board charger entering the i-th charging vehicle, ; for or ; is the impedance value of the H-bridge rectifier circuit in the on-board charger of the i-th charging vehicle; ; is the mutual inductance coefficient of the on-board charger full-bridge rectifier circuit and the H-bridge rectifier circuit of the i-th charging vehicle when they are working, , is the coupling coefficient between the coil of the on-board charger full-bridge rectifier circuit of the i-th charging vehicle and the coil of the H-bridge rectifier circuit; ; S33: When the two vehicles are initially charged at different times, the charging vehicle that is plugged in first is given priority. When the two vehicles are charged simultaneously, the AC / DC conversion efficiency of the i-th charging vehicle is calculated. The size of the current is distributed to dynamically adjust the charging power of the shared charging pile of the two cars in real time. ; S34. When the i-th charging vehicle that has priority to obtain more charging current is charged to 90% of the full charge, the real-time dynamic charging current is redistributed: , ; i≠j, , ; is the real-time charging current of the on-board charger entering the i-th charging vehicle after redistribution, is the real-time charging current of the on-board charger entering the i-th charging vehicle after redistribution; The two charging vehicles are charged in real time according to the real-time dynamic charging current redistributed. After the real-time dynamic charging current is redistributed, the charging current in the battery when the on-board charger in the i-th charging vehicle charges the battery in the vehicle is Also due to becomes and becomes , .

7. The control method of AC charging pile with dynamic power distribution according to claim 6, characterized in that: The S4 step includes the following steps: S41, calculate the real-time charging power of the battery of the i-th charging vehicle : ;in Calculate the current value for the real-time charging power of the battery of the i-th charging vehicle, The i-th charging vehicle is dynamically changed according to whether it is in step S33 or step S34. When it is in the state of step S33, ; When in the S34 step, ; S42: predict the total price required for the i-th charging vehicle to fully charge the battery : ； in, The initial time of charging the i-th charging vehicle, , based on a 24-hour time system; For the i-th charging vehicle from the initial moment The total time required to fully charge, The unit of charging standard for charging piles is RMB; 。 8. An AC charging pile control system for dynamic power distribution using the control method according to any one of claims 1 to 7, characterized in that: It includes a data acquisition module, a charging gun and maximum charging current confirmation module, a power dynamic allocation adjustment module, a payment prediction module and a charging reservation instruction sending module; The data acquisition module is used to collect in real time the voltage value of the first detection point of each charging gun, the voltage values ​​of the CC port and the CP port in the charging port of each charging vehicle, and the resistance value of the third detection point in the vehicle control device in each charging vehicle, the electrical component parameter data of each power supply control device in the charging pile that controls each charging vehicle, and the electrical component parameter data of the on-board charger and battery in each charging vehicle; The charging gun and maximum charging current confirmation module is used to confirm whether each charging gun is fully connected to the corresponding charging vehicle, whether the charging pile and the corresponding charging vehicle are connected normally, and the maximum charging current that the charging pile can provide for each charging vehicle; The power dynamic allocation adjustment module is used to predict and dynamically adjust the output current of the charging gun of the charging pile for each charging vehicle in real time according to the maximum charging current that the charging pile can provide for each charging vehicle identified by the charging gun and the maximum charging current confirmation module; The payment prediction module is used to predict the charging fee based on the predicted dynamically adjusted charging gun output current output, and send it to the car owner's mobile terminal. The car owner selects the best charging time to make an appointment for charging based on the predicted fee; The charging reservation instruction sending module is used to predict the cost of full charging by the payment prediction module, and the owner reserves the charging start time. According to the charging start time scheduled by the owner, the charging gun of the charging pile corresponding to the corresponding charging vehicle is turned on to charge the corresponding charging vehicle.

9. An AC charging pile with dynamic power distribution using the control method according to any one of claims 1 to 7, characterized in that: The charging pile comprises a charging pile box (1), two charging gun assemblies (2), each charging gun assembly comprising a charging box (21), a first cable (22) connected to the charging pile, a second cable (23) and a seven-hole AC charging gun (24), one end of the second cable (23) being arranged in the charging box (21), and the other end being electrically connected to the charging gun (24), the charging gun assembly (2) further comprising a hook (25) arranged on the front side of the charging pile box (1); a power supply control device is arranged in the charging box (21); and a vehicle charger for performing AC / DC conversion is arranged in each charging vehicle.

10. The AC charging pile with dynamic power distribution according to claim 9, characterized in that: The AC / DC conversion module in the on-board charger includes a full-bridge rectifier circuit and an H-bridge rectifier circuit connected to an AC power source. The full-bridge rectifier circuit and the H-bridge rectifier circuit are coupled to perform AC / DC conversion and rectification. The H-bridge rectifier circuit is connected to the positive and negative electrodes of the battery. The full-bridge rectifier circuit includes a first PFC rectifier diode , the second PFC rectifier diode , the third PFC rectifier diode and the fourth PFC rectifier diode , switch tube , AC filter inductor , AC filter capacitor , switch bridge arm, first IGBT switch , Second IGBT switch , the third IGBT switch , the fourth IGBT switch , full bridge resistance , full bridge excitation inductance , full bridge capacitor The switch bridge arm is provided with a conducting IGBT switch ; Each IGBT switch is provided with an external freewheeling diode VD, the E pole of each IGBT switch is connected to the positive pole of the corresponding external freewheeling diode, and the C pole of each IGBT switch is connected to the negative pole of the corresponding external freewheeling diode; The H-bridge rectifier circuit includes a first H-bridge rectifier diode , the second H-bridge rectifier diode , the third H-bridge rectifier diode and the fourth H-bridge rectifier diode , DC filter inductor , DC filter capacitor , H-bridge resistor 、H-bridge leakage inductance and H-bridge capacitor ; The full bridge excitation inductor With the fourth IGBT switch The E pole is connected to the H bridge leakage inductance The transformer is formed by winding the winding cables together on the same core; the full-bridge excitation inductor With the fourth IGBT switch The E pole is connected to one end and the first H bridge rectifier diode The positive electrode of the third H-bridge rectifier diode The negative terminal of the H-bridge is connected to the leakage inductance One end of the pair is the end with the same name.

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