Real-time power distribution method and terminal for electric vehicle charging station

Abstract

This invention provides a real-time power allocation method and terminal for electric vehicle charging stations. The method involves: calculating the current maximum allowable power of the charging station in real time; acquiring the required current and vehicle-side voltage of vehicles being charged; calculating the required power of each vehicle and the total required power of all vehicles being charged; calculating the power quota for each vehicle based on the maximum allowable power, required power, and total required power, which serves as the upper limit of the charging power for each vehicle; acquiring the current SOC, total battery capacity, and charging start time of each vehicle in real time, and calculating the charging end time of each vehicle based on the current charging power of the corresponding charging pile; grouping the vehicles according to their charging end times and adjusting the corresponding power quota to the current charging power of the charging pile for each vehicle within each group. This invention can improve the vehicle flow rate at the charging station while ensuring that the output power does not exceed the maximum allowable power of the charging station.

Description

[0001] This is a divisional application of the invention patent with the filing date of May 28, 2024, application number 2024106711405, and title "A Power Allocation Method and Terminal for a Charging Station". Technical Field

[0002] The present invention relates to the field of new energy technologies, and particularly to a real-time power allocation method and terminal for an electric vehicle charging station. Background Art

[0003] With the popularization of new energy vehicles, new energy vehicle charging stations have become the focus of the development of the automotive industry and the energy industry.

[0004] When a charging station charges a new energy vehicle, it is necessary to ensure that the output real-time power does not exceed the maximum allowable power of the charging station. Many charging stations are equipped with photovoltaic and energy storage modules. Photovoltaic can obtain additional free energy from good sunlight conditions. Energy storage can not only reduce the impact on the power grid during the peak vehicle charging period, reduce the cost of power grid wire drawing, but also improve the operating efficiency by adjusting the peak-valley electricity price difference. The maximum allowable power is a dynamically changing value in real time. Usually, the efficiency of power conversion equipment can reach more than 90%, and we can approximately consider that the maximum allowable power is equal to the maximum power of the power grid + photovoltaic output power + energy storage output power. When the energy storage output power > 0, it means the energy storage module discharges; when the energy storage output power < 0, it means the energy storage module charges. Its magnitude is adjusted by the EMS energy management system according to various factors such as the energy storage SOC (state of charge), sunlight conditions, peak-valley electricity price, and vehicle charging power demand. Therefore, the maximum allowable power changes in real time, and the total output power of the charging piles cannot exceed this value. At the same time, a charging station may have one or more distribution cabinets, and the distribution cabinet contains PCS inverters, DCDC DC converters, photovoltaic modules, energy storage modules, etc. Each distribution cabinet will have multiple charging pile terminals, and each charging pile will be equipped with one or more DCDC DC converters. The energy conversion efficiency of the DCDC DC converter is usually above 90% but less than 99%. During the peak period, the power demand of all charging terminals (charging piles) in the charging station may exceed the maximum allowable power. At this time, the charging station cannot fully meet the power requests of each vehicle, and it is necessary to limit and allocate the output power of the charging piles to avoid overload.

[0005] The prior art usually sets a power upper limit value for the charging piles that are working on charging according to the number of charging piles that are working on charging (set as Nc). This upper limit value is KPmax / Nc (K is a proportionality coefficient, that is, the conversion efficiency of the DCDC DC converter, usually 0.90 < K < 0.99, and Pmax is the maximum allowable power). Usually, it has the following disadvantages:

[0006] 1. It easily leads to a waste of charging capacity and increases the average charging time:

[0007] While existing technologies can limit output power within permissible limits, power allocation is insufficient, resulting in wasted charging capacity. For example, suppose Pmax is 160kW, and there are two charging stations (Nc = 2) corresponding to vehicles A and B. Assuming the DC-DC converter efficiency K is 0.9, the power limit allocated to each station, KPmax / Nc, is 72kW. If vehicle A requires 100kW and vehicle B requires 40kW, due to the 72kW power limit per station, vehicle A's charging power is restricted to 72kW, while vehicle B can charge at its actual 40kW requirement. However, current charging stations can actually fully meet the actual power needs of both vehicles, with the actual power consumption being (PA+PB) / K = 155kW, less than Pmax's 160kW.

[0008] 2. During peak charging periods, the rate of vehicles entering and leaving the charging station is uneven, resulting in longer queuing times.

[0009] During peak charging periods, all charging stations are operational, requiring new vehicles to queue. Due to the large number of operating charging stations (Nc), the power limit allocated to each charging station decreases according to the formula KPmax / Nc. For vehicles with higher power demands, charging time obviously increases, leading to longer queues for vehicles following behind. Conversely, when multiple vehicles have roughly the same remaining charging time, they will also leave around the same time, freeing up several charging stations. This can result in uneven exit rates, leading to either long queues or quick vacancy periods. Summary of the Invention

[0010] The technical problem to be solved by the present invention is to provide a real-time power allocation method and terminal for electric vehicle charging stations, which can effectively improve the power utilization rate of charging stations and increase the circulation speed of vehicles in charging stations while ensuring that the output power does not exceed the maximum allowable power of the charging station.

[0011] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0012] A real-time power allocation method for electric vehicle charging stations includes the following steps:

[0013] S1. Calculate the current maximum allowable power of the charging station in real time;

[0014] S12. Preset a safe power value P for each charging station. minAnd when the vehicle is first connected to the charging station for charging, control the charging station to operate at the safe power value P. min The vehicle is being charged, at which point the vehicle reports its current demand to the EMS.

[0015] S2. Obtain the required current reported by the charging vehicles and the vehicle-side voltage measured by the DC meter of the charging pile, and calculate the required power of each charging vehicle and the total required power of all charging vehicles.

[0016] S3. Calculate the power quota for each vehicle being charged based on the maximum allowable power, the power demand of each vehicle being charged, and the total power demand of all vehicles being charged, and issue the power quota to the corresponding charging pile as the upper limit of the charging power of the corresponding vehicle.

[0017] S4. Real-time acquisition of the current SOC, total battery capacity, and charging start time reported by the charging pile from the BMS of the vehicle being charged, and calculation of the charging end time for each vehicle being charged based on the current charging power of the corresponding charging pile.

[0018] Step S4 specifically involves:

[0019] By combining the real-time SOC and total battery capacity E of the vehicle being charged with the real-time charging power of the charging station, the remaining charging time T for each vehicle being charged can be estimated. left Then, based on the charging start time T of each vehicle being charged start The estimated charging completion time T for each vehicle in charge is obtained. end ;

[0020] The calculation of the remaining charging time is specifically as follows:

[0021]

[0022] Among them, P cur The current charging power P of each charging pile is the current charging power of the corresponding charging pile. cur Less than or equal to the corresponding power rating P lmt ;

[0023] S5. Group the vehicles charging according to the order of their charging end times, and increase or decrease the corresponding power quota according to the order of the groups to the current charging power of the charging pile corresponding to each vehicle in each group.

[0024] S6. Repeat step S4 every first time interval.

[0025] To solve the above-mentioned technical problems, another technical solution adopted by the present invention is as follows:

[0026] A real-time power distribution terminal for an electric vehicle charging station includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps in the aforementioned real-time power distribution method for an electric vehicle charging station.

[0027] The beneficial effects of this invention are as follows: It provides a real-time power allocation method and terminal for electric vehicle charging stations. By acquiring the required current and vehicle-side voltage of each vehicle being charged, the required power of each vehicle is calculated. Based on the required power and the total required power of all vehicles being charged, combined with the maximum allowable power of the charging station, the maximum power quota that each vehicle can be allocated according to its demand ratio is calculated. The charging pile can then output charging power to charge the vehicles according to the charging quota, thus achieving a smaller power limit for vehicles with low power demand and a larger power limit for vehicles with high power demand, effectively avoiding the problem of wasted charging capacity. Furthermore, to avoid uneven departure speeds, the real-time SOC, total battery capacity, and charging start time of each vehicle being charged are acquired, and combined with the real-time charging power allocated by the charging pile, the charging end time of each vehicle being charged is estimated. The system calculates departure time to allocate power quotas to vehicles with similar departure times, effectively controlling departure speed, reducing queue length, and improving user experience. Specifically, when a vehicle first connects to a charging station, it is charged using a preset safe power value. This allows for timely charging while allowing time for the vehicle to report its required voltage and current to the EMS (Electronic Management System) for determining the charging station's maximum charging power. Furthermore, by combining the vehicle's real-time SOC (State of Charge) and total battery capacity with the charging station's real-time charging power, the remaining charging time for each vehicle can be estimated. The charging end time for each vehicle can then be estimated based on its charging start time. Since the charging station's real-time charging power (P) changes in real-time, this is crucial. cur It changes in real time, but the change will not exceed the corresponding power limit P. lmt . Attached Figure Description

[0028] Figure 1 This is an overall flowchart of a real-time power allocation method for an electric vehicle charging station according to an embodiment of the present invention.

[0029] Figure 2 This is a schematic diagram of the structure of a real-time power distribution terminal for an electric vehicle charging station according to an embodiment of the present invention.

[0030] Label Explanation:

[0031] 1. A real-time power distribution terminal for an electric vehicle charging station; 2. A memory; 3. A processor. Detailed Implementation

[0032] To explain in detail the technical content, objectives, and effects of the present invention, the following description is provided in conjunction with the embodiments and accompanying drawings.

[0033] Please refer to Figure 1 A real-time power allocation method for electric vehicle charging stations includes the following steps:

[0034] S1. Calculate the current maximum allowable power of the charging station in real time;

[0035] S2. Obtain the current demand reported by the charging vehicles and the vehicle-side voltage measured by the DC meter of the charging pile, and calculate the power demand of each charging vehicle and the total power demand of all charging vehicles.

[0036] S3. Calculate the power quota for each vehicle being charged based on the maximum allowable power, the power demand of each vehicle being charged, and the total power demand of all vehicles being charged, and issue the power quota to the corresponding charging pile as the upper limit of the charging power of the corresponding vehicle.

[0037] S4. Real-time acquisition of the current SOC, total battery capacity, and charging start time reported by the charging pile from the BMS of the vehicle being charged, and calculation of the charging end time for each vehicle being charged based on the current charging power of the corresponding charging pile.

[0038] S5. Group the charging vehicles according to the order of their charging end times, and increase or decrease the corresponding power quota to the current charging power of the charging pile corresponding to each charging vehicle in each group according to the order of the groups.

[0039] As can be seen from the above description, the beneficial effects of the present invention are as follows: It provides a real-time power allocation method for electric vehicle charging stations. By acquiring the required current and vehicle-side voltage of each charging vehicle, the required power of each charging vehicle is calculated. Based on the required power and the total required power of all charging vehicles, combined with the maximum allowable power of the charging station, the maximum power quota that each charging vehicle can be allocated according to its demand ratio is calculated. Then, the charging pile can output charging power to charge the vehicles according to the charging quota, thus achieving a smaller power limit for vehicles with low power demand and a higher power limit for vehicles with high power demand, effectively avoiding the problem of wasted charging capacity. Simultaneously, to avoid uneven departure speeds, the real-time SOC, total battery capacity, and charging start time of the charging vehicles are acquired, combined with the real-time charging power allocated by the charging pile, to estimate the charging end time, i.e., the departure time, of each charging vehicle. Therefore, based on the estimated departure times, power quotas can be appropriately allocated to vehicles with similar departure times, increasing the charging power of the corresponding charging pile, effectively controlling the departure speed of vehicles, reducing queue length, and improving user experience.

[0040] Furthermore, prior to step S1, the following is also included:

[0041] S0. The DC-DC conversion efficiency of each charging pile is considered to be 1.

[0042] As can be seen from the above description, treating the DC-DC conversion efficiency of each charging pile as 1 can effectively simplify subsequent calculations and analysis.

[0043] Furthermore, the step between steps S1 and S2 also includes the following step:

[0044] S12. Preset a safe power value P for each charging station. min And when the vehicle is first connected to the charging station for charging, control the charging station to operate at the safe power value P. min Charging the vehicle.

[0045] As described above, when a vehicle is first connected to a charging station, it is charged using a preset safe power value. This allows the vehicle to start charging promptly while also providing sufficient time for the vehicle to report its required voltage and current to the EMS so that the charging station can be used to determine the maximum charging power for the vehicle.

[0046] Further, step S2 specifically includes:

[0047] S21. Obtain the required current I reported by each vehicle being charged when it connects to the charging pile for charging. req The vehicle-side voltage U measured by the DC meter of the charging station car Calculate the power demand P for each vehicle in charging. req =Ireq U car ;

[0048] S22, the required power P for all charging vehicles. req Summing yields the total required power P. ra .

[0049] As described above, the power demand of each vehicle being charged and the total power demand of all vehicles being charged can be quickly calculated using the formulas for power, voltage, and current.

[0050] Further, step S3 specifically includes:

[0051] Based on the maximum allowable power P max The required power P req and the total power required P ra Calculate the power rating P for each vehicle charging. lmt :

[0052]

[0053] The power rating P lmt The upper limit of charging power for the corresponding vehicle is issued to the corresponding charging pile.

[0054] As described above, the power quota for each vehicle being charged can be calculated based on the proportion of the required power to the total required power, combined with the maximum allowable power. This is the maximum charging power that the charging station can achieve during the charging process. Once the power quota is obtained, the charging power of the charging station can be allocated to each vehicle being charged according to the power quota limit. Vehicles with high demand are allocated higher power, and vehicles with low demand are allocated lower power, instead of the traditional method of even allocation. This effectively avoids the waste of charging capacity.

[0055] Further, step S4 specifically includes:

[0056] S41. Obtain the current SOC and total battery capacity E reported by the BMS of the vehicle being charged in real time, and calculate the remaining charging time T of the vehicle being charged. left :

[0057]

[0058] Among them, P cur The current charging power P of each charging pile is the current charging power of the corresponding charging pile. cur Less than or equal to the corresponding power rating P lmt ;

[0059] S42. Obtain the charging start time T of each charging pile reported in real time for vehicles currently charging.start Calculate the charging end time T of the vehicle. end :

[0060] T end =T start +T left (3);

[0061] As described above, by combining the real-time SOC and total battery capacity of the charging vehicle with the real-time charging power of the charging station, the remaining charging time for each vehicle can be estimated. Furthermore, based on the charging start time of each vehicle, the charging end time can be estimated. Since the real-time charging power of the charging station changes in real time, i.e., the current charging power P... cur It changes in real time, but the change will not exceed the corresponding power limit P. lmt .

[0062] Further, step S5 specifically includes:

[0063] S51, according to the charging end time T end The charging end time T is obtained by sorting and grouping the data before and after the charging end time. end Interval in the first interval T group Vehicles currently charging inside;

[0064] S52. Within the same group, according to the charging start time T start The order in which vehicles arrive at their charging stations will increase the current charging power quota P of the corresponding charging stations. add The first interval T group satisfy:

[0065]

[0066] The power quota P is then derived. add :

[0067]

[0068] At the same time, it should be ensured that (P) cur +P add ) <P req Otherwise press P add =P req -P cur Calculate, and P add Less than the first threshold;

[0069] S53. Within the same group, according to the charging start time T start The order in which the latest arriving vehicle is selected will reduce the current charging power quota P of its corresponding charging station.add ;

[0070] S54. Repeat steps S52 to S53 until the current charging power of the corresponding charging pile for each vehicle in each group of charging vehicles has been increased or decreased. If the current charging power of the corresponding charging pile for other charging vehicles in the same group is less than P... add If the charging power remains unchanged, the current charging power will be maintained without any increase or decrease.

[0071] As described above, in order to avoid uneven departure speeds, it is necessary to adjust the charging power allocation according to the estimated charging completion time of each vehicle, i.e., the departure time. If there are vehicles with similar departure times, the charging power allocation for vehicles that arrive first should be appropriately increased, while the power allocation for vehicles that arrive later should be appropriately decreased. This will allow for orderly control of the vehicle departure speed, enabling those who arrive first to leave faster and make room for those in the queue, reducing queue length and improving user experience.

[0072] Furthermore, the first interval T group The duration is 3 to 5 minutes, and the first threshold is 20 to 30 kW.

[0073] As described above, limiting the range of the first interval and the first threshold ensures the rationality of grouping vehicles whose departure time is close to that of vehicles already charging and avoids the impact of increased or decreased power quotas on the owner experience of vehicles that arrive later for charging.

[0074] Furthermore, after step S5, the method further includes:

[0075] S6. Repeat step S4 every first time interval, where the first time interval is 1 to 2 minutes.

[0076] As described above, since the power demand of vehicles in charging varies, it is necessary to periodically adjust the quota to ensure the balance and continuity of vehicle entry and exit speeds.

[0077] Please refer to Figure 2 A real-time power distribution terminal for an electric vehicle charging station includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps in the aforementioned real-time power distribution method for an electric vehicle charging station.

[0078] As described above, the beneficial effects of this invention are as follows: Based on the same technical concept, and in conjunction with the aforementioned real-time power allocation method for an electric vehicle charging station, a real-time power allocation terminal for an electric vehicle charging station is provided. This terminal calculates the required power of each charging vehicle by acquiring its current demand and vehicle-side voltage. Based on the required power and the total required power of all charging vehicles, combined with the maximum allowable power of the charging station, the maximum power allocation quota that each charging vehicle can receive according to its demand ratio is calculated. Furthermore, the charging pile can output charging power to charge the vehicle based on the charging quota, thus achieving charging for vehicles with low power demand. Vehicles with low power limits are given lower power limits, while those with high power demands are given higher power limits, effectively avoiding the problem of wasted charging capacity. At the same time, to avoid uneven departure speeds, the system obtains the real-time SOC, total battery capacity, and charging start time of the vehicles being charged, and combines this with the real-time charging power allocated by the charging piles to estimate the charging end time, i.e., the departure time, of each vehicle being charged. Based on the estimated departure times, the system can appropriately allocate power quotas to vehicles with similar departure times, increasing the charging power of the corresponding charging piles, effectively controlling the departure speed of vehicles, reducing queue lengths, and improving the user experience.

[0079] This invention provides a real-time power allocation method and terminal for electric vehicle charging stations, mainly applied in scenarios where power is rationally allocated to new energy vehicles in charging stations. The following is a detailed description with reference to specific embodiments:

[0080] Please refer to Figure 1 Embodiment 1 of the present invention is as follows:

[0081] A real-time power allocation method for electric vehicle charging stations, such as Figure 1 As shown, the steps include:

[0082] S0. Treat the DC-DC conversion efficiency of each charging pile as 1 to effectively simplify subsequent calculations and analysis.

[0083] S1. Calculate the current maximum allowable power of the charging station in real time.

[0084] S2. Obtain the current demand reported by the charging vehicles and the vehicle-side voltage measured by the DC meter of the charging pile, and calculate the power demand of each charging vehicle and the total power demand of all charging vehicles.

[0085] S3. Calculate the power quota for each vehicle being charged based on the maximum allowable power, the power demand of each vehicle being charged, and the total power demand of all vehicles being charged, and issue the power quota to the corresponding charging pile as the upper limit of the charging power of the corresponding vehicle.

[0086] S4. Real-time acquisition of the current SOC, total battery capacity, and charging start time reported by the charging pile from the BMS of the vehicle being charged, and calculation of the charging end time for each vehicle being charged based on the current charging power of the corresponding charging pile.

[0087] S5. Group the vehicles charging according to the order of their charging completion time, and increase or decrease the corresponding power quota to the current charging power of the charging pile corresponding to each vehicle in each group according to the order of the groups.

[0088] In this embodiment, the required current and vehicle-side voltage of each charging vehicle are obtained to calculate the required power of each vehicle. Based on the required power and the total required power of all charging vehicles, combined with the maximum allowable power of the charging station, the maximum power quota that each charging vehicle can be allocated according to its demand ratio is calculated. The charging pile can then output charging power to charge the vehicles based on the charging quota. This achieves a smaller power limit for vehicles with low power demand and a larger power limit for vehicles with high power demand, effectively avoiding the problem of wasted charging capacity. Simultaneously, to avoid uneven departure speeds, the real-time SOC, total battery capacity, and charging start time of each charging vehicle are obtained, combined with the real-time charging power allocated by the charging pile, to estimate the charging end time (i.e., departure time) of each vehicle. Based on the estimated departure times, power quotas can be appropriately allocated to vehicles with similar departure times, increasing the charging power of the corresponding charging piles, effectively controlling vehicle departure speed, reducing queue length, and improving user experience.

[0089] In this embodiment, step S5 is followed by:

[0090] S6. Repeat step S4 every first time interval, where the first time interval can be set to 1 to 2 minutes.

[0091] Because the power demand of vehicles in charging varies, the quota needs to be adjusted periodically to ensure the balance and continuity of vehicle entry and exit speeds.

[0092] Embodiment 2 of the present invention is as follows:

[0093] A real-time power allocation method for electric vehicle charging stations, based on the above-described embodiment one, further includes the following step between steps S1 and S2:

[0094] S12. Preset a safe power value P for each charging station. min For example, 5KW, and control the charging station to operate at a safe power value P when the vehicle is first connected to the charging station for charging. min Charging the vehicle.

[0095] In this embodiment, when the vehicle is first connected to the charging pile, it is charged with a preset safe power value. This allows the vehicle to start charging in time while reserving a certain amount of time for the vehicle to report its required voltage and current to the EMS so that the charging pile can be determined as the upper limit of the charging power for the vehicle.

[0096] In this embodiment, according to the national standard charging protocol GB27930, each new energy vehicle reports its required voltage and current when charging at the charging station. Specifically, step S2 is as follows:

[0097] S21. Obtain the required current I reported by each vehicle being charged when it connects to the charging pile for charging. req The vehicle-side voltage U measured by the DC meter of the charging station car Calculate the power demand P for each vehicle in charging. req =I req U car .

[0098] S22, Power demand P for all charging vehicles req Summing yields the total required power P. ra .

[0099] That is, the power demand of each vehicle being charged and the total power demand of all vehicles being charged can be quickly calculated using the formulas for power, voltage and current.

[0100] Then step S3 is specifically as follows:

[0101] Based on the maximum allowable power P max Power demand P req and total power demand P ra Calculate the power rating P for each vehicle charging. lmt :

[0102]

[0103] Power rating P lmt The upper limit of charging power for the corresponding vehicle is issued to the corresponding charging pile.

[0104] Based on the proportion of demanded power to total demanded power, combined with the maximum allowable power, the power quota for each vehicle being charged can be calculated. This is the maximum charging power that the charging station can achieve during the charging process. Once the power quota is obtained, the charging power of the charging station can be allocated to each vehicle being charged according to the power quota limit. Vehicles with high demand are allocated more power, and vehicles with low demand are allocated less power, instead of the traditional method of even distribution. This effectively avoids the waste of charging capacity.

[0105] Meanwhile, step S4 specifically includes:

[0106] S41. Obtain the current SOC and total battery capacity E reported by the BMS of the vehicle being charged in real time, and calculate the remaining charging time T of the vehicle being charged. left :

[0107]

[0108] Among them, P cur This represents the current charging power of the corresponding charging station, and the current charging power P of each charging station is... cur Less than or equal to the corresponding power rating P lmt .

[0109] S42. Obtain the charging start time T of each charging pile reported in real time for vehicles currently charging. start Calculate the charging end time T of the vehicle. end :

[0110] T end =T start +T left (3);

[0111] In other words, by combining the real-time SOC and total battery capacity of the vehicle being charged with the real-time charging power of the charging station, the remaining charging time for each vehicle can be estimated. Furthermore, based on the charging start time of each vehicle, the charging end time can be estimated. Since the real-time charging power of the charging station changes in real time, i.e., the current charging power P... cur It changes in real time, but the change will not exceed the corresponding power limit P. lmt .

[0112] In this embodiment, step S5 specifically includes:

[0113] S51, based on the charging end time T end The charging end times T of multiple groups were obtained by sorting and grouping them before and after. end Interval in the first interval T group Vehicles inside the vehicle are being charged.

[0114] S52. Within the same group, according to the charging start time T start The order in which vehicles arrive at the charging station first will increase the power quota P of the corresponding charging station's current charging power. add The first interval T group satisfy:

[0115]

[0116] Then, according to formula (4), the power quota P can be derived. add :

[0117]

[0118] At the same time, it should be ensured that (P) cur +P add ) < P req Otherwise press P add =P req -P cur Calculate, and P add Less than the first threshold.

[0119] S53. Within the same group, according to the charging start time T start The order in which vehicles arrive at the charging station latest reduces the current charging power quota P of their corresponding charging pile. add .

[0120] S54. Repeat steps S52 to S53 until the current charging power of the corresponding charging pile for each vehicle in each group of charging vehicles has been increased or decreased. If the current charging power of the corresponding charging pile for other charging vehicles in the same group is less than P... add If the charging power is maintained, the current charging power will remain unchanged without any increase or decrease.

[0121] In this embodiment, to avoid uneven departure speeds, the charging power quota for vehicles arriving earlier should be increased, and the power quota for vehicles arriving later should be decreased, based on the estimated charging completion time (i.e., departure time) of each vehicle. This will allow for orderly control of vehicle departure speeds, enabling those arriving earlier to leave faster and make room for those in the queue, reducing queue length and improving user experience.

[0122] In addition, in this embodiment, to ensure the reasonable grouping of vehicles with departure times close to those charging and to avoid the impact of increased or decreased power quotas on the owner experience of vehicles arriving later for charging, it is necessary to limit the range of the first interval and the first threshold, wherein the first interval T group The time limit can be set within 3 to 5 minutes, and the first threshold can be set within 20 to 30 kW. In other equivalent embodiments, the specific values ​​of the first range and the first threshold can also be determined according to the actual operating conditions of the charging station.

[0123] Please refer to Figure 2 Embodiment 3 of the present invention is as follows:

[0124] A real-time power distribution terminal 1 for an electric vehicle charging station includes a memory 2, a processor 3, and a computer program stored in the memory 2 and executable on the processor 3. When the processor 3 executes the computer program, it completes the steps in the real-time power distribution method for an electric vehicle charging station described in Embodiment 1 or Embodiment 2. In this embodiment, the terminal is an EMS energy management system.

[0125] In summary, the real-time power allocation method and terminal for electric vehicle charging stations provided by this invention have the following beneficial effects:

[0126] 1. During peak charging periods, it can effectively improve the utilization rate of charging station power. For vehicles with low power demand, a low power limit is allocated, while for vehicles with high power demand, a high power limit is allocated, so as to effectively avoid the problem of wasting charging capacity.

[0127] 2. Based on the principle of first-come, first-served, the charging power quota should be appropriately increased for those who arrive first and appropriately decreased for those who arrive later. The speed at which vehicles leave the site should be controlled in an orderly manner, so that those who arrive first can leave more quickly to make room for those in line, reduce the length of the queue, and improve the user experience.

[0128] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent modifications made based on the content of the present invention specification and drawings, or direct or indirect applications in related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A real-time power allocation method for electric vehicle charging stations, characterized in that, Including the following steps: S1. Calculate the current maximum allowable power of the charging station in real time; S12. Preset a safe power value P for each charging station. min And when the vehicle is first connected to the charging station for charging, control the charging station to operate at the safe power value P. min The vehicle is being charged, at which point the vehicle reports its current demand to the EMS. S2. Obtain the required current reported by the charging vehicles and the vehicle-side voltage measured by the DC meter of the charging pile, and calculate the required power of each charging vehicle and the total required power of all charging vehicles. S3. Calculate the power quota for each vehicle being charged based on the maximum allowable power, the power demand of each vehicle being charged, and the total power demand of all vehicles being charged, and issue the power quota to the corresponding charging pile as the upper limit of the charging power of the corresponding vehicle. S4. Real-time acquisition of the current SOC, total battery capacity, and charging start time reported by the charging pile from the BMS of the vehicle being charged, and calculation of the charging end time for each vehicle being charged based on the current charging power of the corresponding charging pile. Step S4 specifically involves: By combining the real-time SOC and total battery capacity E of the vehicle being charged with the real-time charging power of the charging station, the remaining charging time T for each vehicle being charged can be estimated. left Then, based on the charging start time T of each vehicle being charged start The estimated charging completion time T for each vehicle in charge is obtained. end ; The calculation of the remaining charging time is specifically as follows: （2）； Among them, P cur The current charging power P of each charging pile is the current charging power of the corresponding charging pile. cur Less than or equal to the corresponding power rating P lmt ; S5. Group the vehicles charging according to the order of their charging end times, and increase or decrease the corresponding power quota according to the order of the groups to the current charging power of the charging pile corresponding to each vehicle in each group. S6. Repeat step S4 every first time interval; Step S5 specifically involves: S51, according to the charging end time T end The charging end time T is obtained by sorting and grouping the data before and after the charging end time. end Interval in the first interval T group Vehicles currently charging inside; S52. Within the same group, according to the charging start time T start The order in which vehicles arrive at their charging stations will increase the current charging power quota P of the corresponding charging stations. add The first interval T group satisfy: （4）； The power quota P is then derived. add : （5）； At the same time, it should be ensured that (P) cur +P add ) < P req Otherwise press P add =P req -P cur Calculate, and P add Less than the first threshold; S53. Within the same group, according to the charging start time T start The order in which the latest arriving vehicle is selected will reduce the current charging power quota P of its corresponding charging station. add ; S54. Repeat steps S52 to S53 until the current charging power of the corresponding charging pile for each vehicle in each group of charging vehicles has been increased or decreased. If the current charging power of the corresponding charging pile for other charging vehicles in the same group is less than P... add If the charging power remains unchanged, the current charging power will be maintained without any increase or decrease.

2. The real-time power allocation method for an electric vehicle charging station according to claim 1, characterized in that, The procedure before step S1 also includes: S0. The DC-DC conversion efficiency of each charging pile is considered to be 1.

3. The real-time power allocation method for an electric vehicle charging station according to claim 1, characterized in that, Step S2 specifically involves: S21. Obtain the required current I reported by each vehicle being charged when it connects to the charging pile for charging. req The vehicle-side voltage U measured by the DC meter of the charging station car Calculate the power demand P for each vehicle in charging. req =I req U car ; S22, the required power P for all charging vehicles. req Summing yields the total required power P. ra .

4. The real-time power allocation method for an electric vehicle charging station according to claim 3, characterized in that, Step S3 specifically involves: Based on the maximum allowable power P max The required power P req and the total power required P ra Calculate the power rating P for each vehicle charging. lmt : （1）； The power rating P lmt The upper limit of charging power for the corresponding vehicle is issued to the corresponding charging pile.

5. The real-time power allocation method for an electric vehicle charging station according to claim 1, characterized in that, The first interval T group The time is 3~5 minutes, and the first threshold is 20~30KW.

6. The real-time power allocation method for an electric vehicle charging station according to claim 1, characterized in that, The first time is 1~2 minutes.

7. A real-time power distribution terminal for an electric vehicle charging station, characterized in that, The device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the real-time power distribution method for an electric vehicle charging station as described in any one of claims 1 to 6.

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