A charging stack power distribution system and method

Abstract

The present invention discloses a charging stack power distribution system and method, and relates to the technical field of charging stacks. The system includes a main control module, at least one charging component, at least one contactor component and multiple charging terminals, the charging component includes multiple charging modules, the contactor component includes multiple contactors, each charging terminal is directly connected to at least one charging module, and is connected to another charging module through at least one contactor, the main control module is used to determine the combined charging module from other charging modules according to the terminal identifier of the target charging terminal; determine the target contactor identifier according to the module identifier and charging status of the combined charging module; control the contactor corresponding to the target contactor identifier to close. The present invention can dynamically adjust the power distribution between charging modules according to the charging demand, effectively integrate the output power of multiple charging modules to meet the charging demand of a single charging terminal, while maintaining the flexibility and efficiency of the system.

Description

Technical Field

[0001] The present invention relates to the technical field of charging piles, and in particular to a charging pile power distribution system and method. Background Art

[0002] A charging stack is an efficient, centralized charging system that provides charging services for multiple electric vehicles or other electrical devices through an intelligent power distribution system. This system usually includes multiple charging modules and charging terminals, which can dynamically adjust the output power according to the charging needs of each device to achieve a fast, flexible and efficient charging process. The charging stack is designed to meet large-scale charging needs, especially for scenarios such as public charging stations, commercial parking lots and bus stations.

[0003] In current charging stacks, each charging module usually works independently to provide limited charging power to a single charging terminal, which then transmits the power to the vehicle that needs to be charged. When the battery capacity of electric vehicles increases or the charging rate increases, a single charging module may not be able to provide enough power to achieve fast charging.

[0004] Under high-power charging requirements, how to effectively integrate the output power of multiple charging modules to meet the charging needs of a single charging terminal while maintaining the flexibility and efficiency of the system is an urgent problem that needs to be solved. Summary of the invention

[0005] In view of the above-mentioned technical problems and defects, the object of the present invention is to provide a charging stack power distribution system and method, which can dynamically adjust the power distribution between charging modules according to the charging demand, effectively integrate the output power of multiple charging modules to meet the charging demand of a single charging terminal, while maintaining the flexibility and efficiency of the system.

[0006] To achieve the above-mentioned object, in a first aspect, the present invention provides a charging stack power distribution system, comprising a main control module, at least one charging component, at least one contactor component and a plurality of charging terminals, wherein the charging component comprises a plurality of charging modules, the charging module is used to provide charging output power, the charging terminal is used to input the charging power to the charging demand device, the contactor component comprises a plurality of contactors, each of the charging terminals is directly connected to at least one of the charging modules, and is connected to another charging module through at least one of the contactors, the charging terminal comprises a target charging terminal, and the target charging terminal is a charging terminal corresponding to the charging demand device when charging; the charging module comprises a target charging module and other charging modules, the target charging module is a charging module directly connected to the target charging terminal; the main control module is used to: when the charging demand power of the charging demand device is greater than the charging output power provided by the target charging module, determine a joint charging module from the other charging modules according to the terminal identifier of the target charging terminal; determine a target contactor identifier according to the module identifier and charging state of the joint charging module; control the contactor corresponding to the target contactor identifier to close, so that the charging line between the joint charging module and the target charging terminal is connected.

[0007] The present invention realizes the dynamic integration and allocation of the power of multiple charging modules through the control and management of the contactor by the main control module to meet the charging efficiency of a single charging terminal under high power demand. When the power demand of the charging demand device exceeds the output capacity of a single charging module, the system can automatically select an appropriate joint charging module from other idle or low-load charging modules to supplement the required additional power. This selection process is based on the identifiers of the target charging terminal and the joint charging module and their charging status, ensuring the accuracy and real-time performance of power allocation. Subsequently, the main control module controls the corresponding contactor closure according to the determined target contactor identifier to achieve the connection of the charging line between the joint charging module and the target charging terminal, thereby dynamically increasing the charging power and meeting the high-power charging demand of the charging demand device. This power allocation mechanism not only improves the energy efficiency and resource utilization of the charging facilities, but also enhances the flexibility and power allocation efficiency of the system. In actual operation, the system can reduce the charging delay caused by insufficient power, optimize the user experience, and reduce operating costs. In addition, by accurately controlling the contactor closure, the system ensures the safety and reliability of the charging process.

[0008] In combination with some embodiments of the first aspect, in some embodiments, the contactor includes an outer ring contactor and an inner ring contactor; the charging modules in one charging component are connected in parallel through the inner ring contactor, and are connected in parallel with the charging modules in another charging component through the outer ring connector; the main control module is also used to control the outer ring contactor to close when the charging demand power of the charging demand device is greater than the remaining charging power that can be provided by one of the charging components, so as to connect at least two of the charging components.

[0009] By adopting the technical solution of this embodiment, efficient parallel connection between charging modules can be achieved through the coordinated use of inner and outer ring contactors. When the charging demand exceeds the supply capacity of a single charging component, the main control module can control the outer ring contactor to close, so that at least two charging components can work together to provide the required power to the charging terminal. This design improves the flexibility and scalability of the system, allowing the charging stack to adapt to a wider range of charging needs, while optimizing power distribution and improving charging efficiency.

[0010] In combination with some embodiments of the first aspect, in some embodiments, the inner ring contactor identifier is associated with a module identifier of the charging module, the number of the charging modules in the charging component, and an identifier of the charging component.

[0011] By adopting the technical solution of this embodiment, the design of the inner ring contactor identifier associates the charging module identifier, the number of charging modules and the charging component identifier, providing a clear and standardized way to identify and control the connection between charging modules. This identification method not only ensures the uniqueness of the contactor identifier, but also simplifies the management and control process of the contactor by the main control module, thereby improving the reliability of the system and the convenience of maintenance.

[0012] In combination with some embodiments of the first aspect, in some embodiments, the inner ring contactor identifier is expressed as [x+m(n-1), y+m(n-1)], wherein x and y represent the module identifier of the charging module, m represents the number of the charging modules in a charging component, n represents the serial number of the charging component, x≠y, and x≤m, y≤m.

[0013] By adopting the technical solution of this embodiment, the inner ring contactor identifier is defined by a specific mathematical expression, so that the main control module can accurately determine the contactor identifier according to the serial number and quantity of the charging module and the charging component. This identification method further improves the intelligence level of the system, so that the main control module can quickly and accurately control the contactor and respond to the charging demand, thereby improving the efficiency and reliability of the charging process.

[0014] In combination with some embodiments of the first aspect, in some embodiments, m=6, and n is 1, 2 or 3.

[0015] By adopting the technical solution of this embodiment, the system provides a standardized and modular charging component configuration method by setting the number of charging modules in the charging component to 6 and limiting the charging component sequence number to 1, 2 or 3. This design simplifies the expansion and maintenance of the charging stack, allowing the system to flexibly add or adjust charging components according to needs while maintaining the consistency and coordination of the system.

[0016] In combination with some embodiments of the first aspect, in some embodiments, the system further includes an energy replenishment component, and the charging module in the charging component connected to the outer ring contactor is an energy replenishment charging module, and the energy replenishment charging module is connected to the energy replenishment component.

[0017] By adopting the technical solution of this embodiment and introducing the energy replenishment component, the system can obtain additional energy from the energy replenishment component when the output power of the charging module is insufficient. This design improves the energy utilization rate and charging reliability of the system, so that the charging stack can stably provide charging services for electric vehicles under various energy conditions.

[0018] In combination with some embodiments of the first aspect, in some embodiments, the energy compensation component includes a photovoltaic component or an energy storage battery.

[0019] The technical solution of this embodiment is adopted, and the introduction of energy supplement components, especially the use of photovoltaic components or energy storage batteries, enhances the renewable energy utilization capability of the system and improves the environmental protection and economy of the system. This design enables the charging stack to not only provide stable charging services, but also reduce dependence on traditional energy and promote sustainable development.

[0020] In combination with some embodiments of the first aspect, in some embodiments, the charging terminal includes a supercharging terminal and a fast charging terminal, and the main control module is specifically used to preferentially input the electric energy of the energy replenishment component to the fast charging terminal when the charging power output by the charging component is less than the overall power requirement of the current charging terminal.

[0021] By adopting the technical solution of this embodiment, the system can intelligently and preferentially provide the power of the energy replenishment component to the fast charging terminal according to the type of charging terminal (supercharging or fast charging) and charging demand. This priority setting ensures that charging resources can be reasonably allocated according to actual needs, improves charging efficiency, and optimizes user experience.

[0022] In combination with some embodiments of the first aspect, in some embodiments, the system also includes a transformer, a rectifier distribution cabinet and a DC bus, the transformer is connected to the rectifier distribution cabinet, the rectifier distribution cabinet is connected to the DC bus, and the DC bus is connected to the charging module.

[0023] By adopting the technical solution of this embodiment, the system builds an efficient and stable power conversion and distribution architecture by integrating the transformer, rectifier distribution cabinet and DC bus. This design not only improves the efficiency of power conversion, but also simplifies the power transmission path through the DC bus, reduces energy loss, and improves the stability and reliability of the entire charging system.

[0024] In the second aspect, the present invention also provides a charging stack power distribution method, which is applied to the charging stack power distribution system provided by any embodiment of the first aspect above, and the method includes: when the charging demand power of the charging demand device is greater than the charging output power provided by the target charging module, determining a combined charging module from other charging modules according to the terminal identifier of the target charging terminal; determining a target contactor identifier according to the charging status of the module identifier of the combined charging module; controlling the contactor corresponding to the target contactor identifier to close, so that the charging line between the combined charging module and the target charging terminal is connected.

[0025] The beneficial effects that can be achieved by the method of the present invention can refer to the beneficial effects in the corresponding system, which will not be repeated here.

[0026] One or more technical solutions provided by the present invention have at least the following technical effects or advantages: 1. The present invention realizes intelligent power allocation. The main control module dynamically monitors the charging demand and the output capacity of the charging module, and intelligently determines when additional power support is needed. When the charging demand exceeds the output of a single charging module, the system automatically selects other idle or low-load charging modules as joint charging modules to supplement the required additional power. This intelligent power allocation mechanism not only improves the charging efficiency, but also ensures the full utilization of charging resources, meeting the charging needs of electric vehicles in different charging scenarios.

[0027] 2. By modularizing the charging components, contactor components, and energy replenishment components, the present invention allows the charging stack system to be easily expanded according to future changes in charging needs. Whether adding more charging modules, expanding the contactor components, or integrating more energy replenishment components such as photovoltaic or energy storage batteries, the system can flexibly adapt. This modular and scalable design enables the charging stack system to adapt to technological advances and market developments in the long term, extending the service life of the system and reducing long-term operating costs.

[0028] 3. The system design of the present invention takes into account the needs of different types of charging terminals (such as supercharging terminals and fast charging terminals) and can prioritize power allocation to meet these needs. In addition, the system can adapt to advances in battery technology, such as increased energy density and increased battery capacity, and adapt to the charging needs of future electric vehicles by increasing charging power. This "upward compatibility" capability ensures that the charging stack system remains efficient and reliable even when facing a new generation of electric vehicles, solving the long-term compatibility problem of charging infrastructure. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The drawings herein are incorporated into and constitute a part of the specification, showing embodiments consistent with the present invention, and together with the specification, are used to explain the principles of the present invention. Obviously, the drawings described below are only some embodiments of the present invention, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings: Figure 1 It is a framework diagram of a charging stack power distribution system according to an embodiment of the present invention; Figure 2 It is a schematic diagram of the architecture of a charging stack power distribution system according to an embodiment of the present invention; Figure 3 is a framework diagram of another charging stack power distribution system according to an embodiment of the present invention; Figure 4 It is a flow chart of a charging stack power distribution method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0030] The terms used in the following embodiments of the present invention are only for the purpose of describing specific embodiments, and are not intended to be limiting of the present invention. As used in the specification of the present invention, the singular expressions "a", "a", "above", "the" and "this" are intended to also include plural expressions, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in the present invention refers to any or all possible combinations comprising one or more of the listed items.

[0031] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood as implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present invention, unless otherwise specified, the meaning of "plurality" is two or more.

[0032] It should also be noted that, unless otherwise clearly specified and limited, in the embodiments of the present invention, the terms such as "setting" and "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two components; it can be a wired communication connection or a wireless communication connection. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. The embodiments of the present invention are described in detail below.

[0033] In the field of charging facilities, "upward compatibility" refers to the ability of charging equipment to adapt to higher charging demands in the future, that is, the current charging facilities can provide charging services for the new generation of electric vehicles with larger battery capacity and higher charging rates without large-scale transformation of charging stations or replacement of equipment. With the development of battery technology, the battery capacity and charging requirements of new energy vehicles continue to increase, which requires charging facilities to be able to flexibly adapt to these changes and ensure that new models can be efficiently charged using the existing charging network. However, due to the power and interface limitations of charging piles, they often find it difficult to meet the charging needs of the new generation of electric vehicles. This is the so-called "upward compatibility" problem. In contrast, the charging pile can easily adjust the charging power due to its modular design and flexible power distribution capabilities, thereby better adapting to the charging needs of future electric vehicles, effectively solving this problem.

[0034] In the related art, each charging module usually works independently to provide limited charging power to a single charging terminal. When the battery capacity of electric vehicles increases or the charging rate increases, a single charging module may not be able to provide enough power to achieve fast charging. In addition, if it is necessary to meet higher power requirements by simply adding more charging modules, this may cause the system to become complicated and the cost to increase.

[0035] Therefore, an embodiment of the present invention provides a charging stack power distribution system, such as Figure 1 and 2 As shown, it includes a main control module, at least one charging component, at least one contactor component and multiple charging terminals. The charging component includes multiple charging modules. The charging module is used to provide charging output power. The charging terminal is used to input the charging power to the charging demand device. The contactor component includes multiple contactors. Each charging terminal is directly connected to at least one of the charging modules and is connected to another charging module through at least one of the contactors. The charging terminal includes a target charging terminal, which is the charging terminal corresponding to the charging demand device when charging; the charging module includes a target charging module and other charging modules. The target charging module is a charging module directly connected to the target charging terminal.

[0036] In this embodiment, the main control module is used to: when the charging demand power of the charging demand device is greater than the charging output power provided by the target charging module, determine the joint charging module from the other charging modules according to the terminal identifier of the target charging terminal.

[0037] Among them, the charging demand equipment may include but is not limited to new energy vehicles, new energy engineering machinery or electric-driven working equipment.

[0038] For example, when the charging power requested by an electric vehicle in the charging station exceeds the output capacity of the target charging module directly connected to it, the main control module will immediately start the power replenishment program. At this time, the main control module will query the current status of other charging modules in the charging pile that are closer to charging terminal #03 through the internal communication network of the system based on the terminal identifier of the target charging terminal, such as charging terminal #03.

[0039] Assuming that charging terminal #03 requires an additional 50kW of power to achieve the required total charging power, the main control module will find the charging modules in the charging stack that are closer to charging terminal #03. For example, charging modules 1-6 are closer to charging terminal #03, and their output power can meet the additional 50kW demand. The main control module will select a joint charging module from these modules to provide the additional power required by the target charging terminal. This process reflects the intelligence and automation of the system, which can quickly respond to the high-power charging needs of electric vehicles.

[0040] Afterwards, the main control module determines the target contactor identifier according to the module identifier and the charging state of the combined charging module.

[0041] Specifically, the main control module determines which charging modules in the combined charging module are in an idle or low-load charging state and can be used to supplement the power demand of the target charging terminal.

[0042] Assuming that the target charging terminal is #03, and the module identifiers of the selected joint charging modules are 1, 2, 3, 4, 5, and 6, the main control module will determine the target contactor identifier according to the rules or mapping relationships defined in the system, such as "target contactor identifier = f(terminal identifier, module identifier), and generate the target contactor identifier, where f is the mapping function.

[0043] Assuming charging terminal #03, the main control module will match the identifiers of these modules with the terminal identifiers of the target charging terminal according to the preset control strategy and mapping table, and calculate or find the corresponding target contactor identifiers in combination with their charging status information. The main control module will quickly determine the contactor identifier that needs to be operated based on these algorithms or mapping rules, and then control the corresponding contactor to close. For example, the contactor identifiers corresponding to charging modules 1-6 include K(4,5), K(4,6), K(4,1), K(4,2), and K(4,3). The number pairs in the contactor identifiers can represent the specific connection path between the charging module and the charging terminal.

[0044] Among them, the main control module directly accesses the contactor components according to these target contactor identifiers through the built-in control logic, and retrieves the contactor corresponding to each identifier. For example, the K(4,5) identifier points to the contactor connecting the No. 4 and No. 5 charging modules, while K(4,6) points to the contactor connecting the No. 4 and No. 6 charging modules, and so on.

[0045] Therefore, the main control module can locate and detect whether the charging state of the corresponding charging module is in an idle state according to the identifiers of these contactors. If the corresponding charging module is in an idle state, the identifier of the contactor is determined as the target contactor identifier.

[0046] This process reflects the high degree of automation and precise control capabilities of the main control module, ensuring that the charging stack system can respond to dynamic charging needs efficiently and safely.

[0047] Finally, the main control module controls the contactor corresponding to the target contactor identifier to close, so that the charging line between the combined charging module and the target charging terminal is connected.

[0048] Once the master module determines the target contactor identifier, it activates the corresponding contactor by sending precise control signals. For example, if the target contactor identifier is K(4,6), it means that the contactor connecting the No. 4 charging module and the No. 6 charging module needs to be closed so that the No. 6 charging module and the No. 4 charging module can charge the No. 03 charging terminal together.

[0049] This operation effectively transmits the power of the joint charging module to the target charging terminal, increasing the charging power and meeting the high-power charging needs of electric vehicles. The closing of the contactor is carried out under the intelligent decision-making of the main control module, ensuring the safety and reliability of the charging process, while improving the charging efficiency, allowing electric vehicles to obtain more energy in a shorter time.

[0050] The charging pile power distribution system of this embodiment realizes the dynamic integration and distribution of the power of multiple charging modules through the control and management of the contactor by the main control module to meet the charging efficiency of a single charging terminal under high power demand. When the power demand of the charging demand device exceeds the output capacity of a single charging module, the system can automatically select an appropriate joint charging module from other idle or low-load charging modules to supplement the required additional power. This selection process is based on the identifiers of the target charging terminal and the joint charging module and their charging status, ensuring the accuracy and real-time performance of power distribution. Subsequently, the main control module controls the corresponding contactor closure according to the determined target contactor identifier to achieve the connection of the charging line between the joint charging module and the target charging terminal, thereby dynamically increasing the charging power and meeting the high-power charging demand of the charging demand device. This power allocation mechanism not only improves the energy efficiency and resource utilization of the charging facilities, but also enhances the flexibility and scalability of the system. In actual operation, the system can reduce the charging delay caused by insufficient power, optimize the user experience, and reduce operating costs. In addition, by accurately controlling the contactor closure, the system ensures the safety and reliability of the charging process.

[0051] In this embodiment, the contactor is specifically a DC contactor, which is an electrical component used to control the on and off of a DC circuit. The DC contactor plays a key role in connecting or disconnecting the charging line between the charging module and the charging terminal, realizes the conduction of the circuit according to the instructions of the main control module, and reasonably distributes power to the charging device.

[0052] The charging module is specifically a DC / DC module. Through efficient power electronic conversion technology, the DC / DC module can intelligently adjust the output voltage and current to match the charging requirements of the charging terminal.

[0053] In some embodiments, the contactor includes an outer ring contactor and an inner ring contactor; the charging module in one of the charging components is connected in parallel through the inner ring contactor, and is connected in parallel with the charging module in another charging component through the outer ring connector; the main control module is also used to control the outer ring contactor to close when the charging demand power of the charging demand device is greater than the remaining charging power that can be provided by one of the charging components, so as to connect at least two of the charging components.

[0054] This design is adopted to form a DC contactor control matrix through the connection between the outer ring contactor and the inner ring contactor, realizing efficient and flexible parallel connection between charging modules to meet different charging needs.

[0055] In this system, each charging module is connected in parallel with other modules through the inner ring contactor. This design allows flexible power distribution within the same charging component. The outer ring contactor further expands this parallel structure, allowing different charging components to be connected in parallel, thereby allocating power over a wider range. When the charging power required by the charging device exceeds the remaining available charging power of a single charging component, the main control module will play a key role. It will intelligently control the closure of the outer ring contactor so that at least two charging components can be connected to jointly provide the required power for the charging terminal.

[0056] This parallel operation across charging components greatly improves the system's power output capacity and flexibility, ensuring that the system can respond quickly to meet charging needs even under high power demands. This control strategy not only improves charging efficiency, but also optimizes the use of charging resources, reduces charging delays caused by insufficient power, and thus improves user experience. At the same time, the system's intelligence and automation have been improved, providing strong technical support for the efficient operation of charging stations.

[0057] This design is particularly suitable for scenarios with large fluctuations in charging demand, such as public fast-charging stations, which can adapt to the charging needs of different time periods and different numbers of electric vehicles, providing solid infrastructure support for the widespread adoption of electric vehicles.

[0058] In some embodiments, the inner ring contactor identifier is associated with a module identifier of the charging module, the number of the charging modules in the charging assembly, and an identifier of the charging assembly.

[0059] Each inner ring contactor has a unique identifier that reflects the identifier of the charging module it is connected to, as well as the identifier of the charging component to which it belongs and the total number of charging modules in the component. This identification method not only ensures the uniqueness of the identification of each contactor in the system, but also provides an intuitive way to track and control the connection status between charging modules, allowing the main control module to accurately identify and allocate charging resources to meet specific charging needs. This sophisticated identification and control mechanism enhances the flexibility and scalability of the system, allowing the main control module to effectively manage complex charging networks and ensure efficient and reliable charging processes.

[0060] Specifically, the inner ring contactor identifier is expressed as [x+m(n-1), y+m(n-1)], wherein x and y represent the module identifier of the charging module, m represents the number of the charging modules in a charging component, n represents the serial number of the charging component, x≠y, and x≤m, y≤m.

[0061] This representation method cleverly integrates the three key parameters: the identifier of the charging module, the number of charging modules in the charging component, and the serial number of the charging component. Here, x and y represent the identifiers of two different charging modules, ensuring the distinction and independence between the charging modules, m represents the total number of charging modules in a single charging component, and n represents the serial number of the charging component, which is used to distinguish different charging components.

[0062] The design of this identifier not only ensures that each inner ring contactor has a unique identifier, but also clarifies the connection relationship between the contactor and the charging module through mathematical relationships. This design allows the main control module to quickly determine the corresponding charging module based on the identifier of the inner ring contactor and perform corresponding control operations, such as closing the contactor to achieve parallel connection between modules. This precise and efficient identification method greatly improves the system's automation level and power distribution flexibility, allowing the system to respond more intelligently to different charging needs, optimize the use of charging resources, and improve the operating efficiency of the entire charging stack.

[0063] In some specific implementations of this embodiment, m=6, and n is 1, 2 or 3.

[0064] Then, the identifier of the inner ring contactor can be expressed as: K[x+6(n-1), y+6(n-1)], where K represents the contactor; x and y represent the identifiers of the charging modules, respectively, x≠y, and x≤6, y≤6; When the number m of charging modules in each charging component is set to 6, the serial number n of the charging component can take the value of 1, 2 or 3. This means that the system is divided into three different charging components, each of which contains 6 charging modules.

[0065] For example, refer to Figure 2 , for the charging component with serial number 1, n=1, the inner ring contactor identifier can be expressed as K [x+ 6×(1 - 1), y + 6×(1 - 1)], which is simplified to K (x, y), indicating the inner ring contactor connecting the charging module x and the charging module y.

[0066] For the charging component with serial number 2, n=2, the contactor identifier becomes K[x + 6×(2 - 1), y + 6×(2 - 1)], that is, K(x + 6, y + 6), reflecting that the contactor is connected to the second group of charging modules. K(x + 6, y +6) represents the inner ring contactor connecting the charging module (x + 6) and the charging module (y + 6).

[0067] Similarly, the charging component with serial number 3, n=3, has an identifier of K[x + 6×(3 - 1), y + 6×(3 - 1)], i.e. K (x + 12, y + 12), which is associated with the third group of charging modules. K (x + 12, y + 12) represents the inner ring contactor connecting the charging module (x + 12) and the charging module (y + 12).

[0068] In this embodiment, one charging component represents one inner ring, and n is the serial number of the charging component, that is, it represents the inner ring number. There are 3 inner rings in total, that is, the possible values ​​of n are 1, 2, and 3.

[0069] refer to Figure 2 , such as K(1,2), represents the contactor between the *01 charging module and the *02 charging module of Ring 1 (Charging Component No. 1). For example, K(7,8), represents the contactor between the *07 module and the *08 module of Ring 2 (Charging Component No. 2). For example, K(15,18), represents the contactor between the *15 module and the *18 module of Ring 3 (Charging Component No. 3).

[0070] To elaborate, in this embodiment, there are three inner rings (charging components), modules *01 to *06 are ring one; modules *07 to *12 are ring two; and modules *13 to *18 are ring three.

[0071] In this embodiment, the identifier of the outer ring contactor is represented as Kn, where n represents the number of the inner ring. There are three inner rings in total, that is, the values ​​that n can take are 1, 2, and 3; the identifier of the outer ring contactor can be specifically K1, K2, and K3. K1 connects ring 1 and ring 2, K2 connects ring 1 and ring 3, and K3 connects ring 2 and ring 3.

[0072] This identification method enables the main control module to accurately control the parallel connection between any two charging modules in different charging components according to the charging demand and the status of the charging modules, thus realizing flexible distribution and supplement of power. This design improves the charging efficiency and reliability of the system, while providing great flexibility and scalability for the operation and management of charging stations.

[0073] In some embodiments, the system further includes an energy replenishment component, wherein the charging module in the charging component connected to the outer ring contactor is an energy replenishment charging module, and the energy replenishment charging module is connected to the energy replenishment component.

[0074] This embodiment introduces a charging component to further improve the flexibility and charging capacity of the system. Specifically, the charging module connected to the outer ring contactor is called a charging module, which can not only provide charging power for the directly connected charging terminal, but also be connected to the charging component to obtain additional energy from the charging component when needed.

[0075] In this way, the energy replenishment charging module can transfer this extra energy to the charging terminal when necessary, ensuring the continuity and efficiency of the charging process. This energy replenishment mechanism not only improves the power output capacity of the charging stack, but also enhances the system's use of renewable energy, allowing the charging stack to more flexibly and sustainably meet the charging needs of electrical devices.

[0076] In some embodiments, the energy supplement component includes a photovoltaic component or an energy storage battery.

[0077] Among them, photovoltaic modules use solar power generation to convert sunlight into electrical energy, which is directly supplied to the energy replenishment charging module or stored in the energy storage system; while energy storage batteries can store energy when electricity demand is low and release energy when demand peaks to support the operation of the energy replenishment charging module.

[0078] This design enables the charging stack system to respond to different charging needs more flexibly, improve charging efficiency, promote the use of renewable energy, and enhance the sustainability and environmental friendliness of the system. By intelligently integrating these energy replenishment technologies, the system can ensure that stable and sufficient charging power is provided to charging devices such as electric vehicles at any time, thereby optimizing the entire charging process and improving user experience.

[0079] In some embodiments, the charging terminal includes a supercharging terminal and a fast charging terminal. The main control module is specifically used to preferentially input the electric energy of the energy replenishment component to the fast charging terminal when the charging power output by the charging component is less than the overall power requirement of the current charging terminal.

[0080] Among them, the supercharging terminal is a high-performance charging terminal designed to provide the fastest possible charging speed for electric vehicles. This type of terminal is usually equipped with extremely high power output, which can significantly increase the battery's charging level in a short period of time, and is particularly suitable for scenarios where the endurance of electric vehicles needs to be quickly restored during long-distance travel. The design of the supercharging terminal takes into account the carrying capacity of high current and high voltage, as well as an effective thermal management system to ensure safety and reliability during high-power charging.

[0081] In this embodiment, the supercharging terminal may specifically include a liquid-cooled terminal. The liquid-cooled terminal effectively manages the heat generated during high-power charging through a built-in liquid cooling system. This terminal is designed to carry extremely large charging currents, such as currents of up to 600A or 800A, to achieve faster charging. The liquid cooling system includes a coolant channel, in which the coolant circulates, absorbs the heat generated during the charging process, and takes it away from the charging terminal to prevent overheating and protect the battery of the electric vehicle. Due to its high current carrying capacity and effective thermal management, the liquid-cooled terminal is particularly suitable for application scenarios that require extremely high charging power, such as super charging stations, and can provide electric vehicles with a fast and safe charging experience.

[0082] Fast charging terminals provide faster charging speeds than standard charging piles, and are suitable for electric vehicle users who need to quickly replenish their batteries in the city. This type of terminal has a lower power output than supercharging terminals, but higher than conventional charging piles, and can provide electric vehicles with enough energy in a relatively short period of time to meet the needs of daily commuting or short trips between cities. Fast charging terminals are widely used in urban public charging networks and commercial charging stations due to their high charging efficiency and moderate cost, providing electric vehicle users with convenient charging options.

[0083] In this embodiment, the charging terminal is subdivided into supercharging terminals and fast charging terminals to meet the charging needs of different electric vehicles. The main control module plays a vital role in this system, especially when the output power of the charging component cannot meet the overall power demand of the current charging terminal. At this time, the main control module will intelligently deploy energy replenishment components, such as photovoltaic systems or energy storage batteries, to ensure that additional electrical energy is input to the fast charging terminal first. This priority setting ensures that the fast charging terminal can quickly obtain additional energy when needed, thereby meeting its higher charging power requirements, optimizing charging time, and improving the operating efficiency of the charging station. In this way, the system can manage power resources more effectively, ensure that the charging process is both efficient and meets different charging needs, and provide users with fast and reliable charging services.

[0084] In some embodiments, Figure 3 As shown, the system also includes a transformer, a rectifier distribution cabinet and a DC bus, the transformer is connected to the rectifier distribution cabinet, the rectifier distribution cabinet is connected to the DC bus, and the DC bus is connected to the charging module.

[0085] The transformer is responsible for converting the AC power of the power grid into a voltage and frequency suitable for the charging system, and then connecting it to the rectifier distribution cabinet, which converts the AC power output of the transformer into DC power for use by the charging module. The rectifier distribution cabinet further distributes and regulates the DC power to ensure the stability and safety of the power. As the main electrical connection in the system, the DC bus directly connects the rectifier distribution cabinet to the charging module to provide the required DC power for the charging module.

[0086] Such a design not only improves the efficiency of power conversion and distribution, but also ensures the stable operation and efficient charging capacity of the entire charging system by integrating these key components, meeting the needs of fast charging of electric vehicles.

[0087] With this design, the AC / DC module and the DC / DC module (charging module) can be separated. The front-stage AC / DC is inside the transformer, using 24-pulse rectification to output a 1000V DC bus. The charging module can be set inside the main cabinet. A high-voltage DC cable is used between the main cabinet and the transformer. The conventional solution uses 4+1 power cable input. Under the same power conditions, two high-voltage and low-current DC cables replace five low-voltage and high-current AC cables, which greatly reduces the cable cost. This reduces the cost of building a site.

[0088] In this embodiment, the 24-pulse rectifier mainly consists of two 12-pulse axial double-split traction rectifier transformers and four full-wave rectifier bridges. The two sets of windings on the valve side of each transformer are connected in d-connection and y-connection respectively, and their line voltages naturally form a phase difference of 30°. The grid side of the two transformers adopts the extended triangle connection method, and the phase is shifted by ±7.5° respectively. The line voltage phasors of the four sets of valve side windings of the two transformers formed in this way have a phase difference of 15°. After full-wave rectification, they are connected in parallel on the DC side to form a 24-pulse rectifier system.

[0089] The rectified DC bus is adjusted to 1000V and enters the rectifier cabinet through two DC cables. The DC / DC charging module adopts the SIC solution of air duct isolation to seal the environmentally sensitive components and boards, and then performs glue filling to avoid corrosion or insulation damage to the components caused by dust, moisture, and salt spray. The failure rate is low and the service life is long. The DC power output from the DC / DC charging module enters the DC contactor control matrix, and then the power module is allocated to each charging terminal through the scheduling of the main control board. This is called flexible charging, which is to charge with the optimal current and voltage according to the user's charging time requirements, power grid information, battery information, charging stack module power usage information, environmental parameters, cloud platform data system statistical analysis results and other influencing factors, multi-stage adjustment, multi-dimensional compensation, and extend battery life. The charging terminal is divided into liquid cooling terminal and fast charging terminal. The maximum output current of the liquid cooling terminal is 600A and 800A, the maximum output voltage of the fast charging terminal is 300A, and the maximum output voltage of all charging terminals is 1000V.

[0090] In this embodiment, the priority of charging terminals is as follows: time is ranked first and is satisfied first; super charging is ranked second and is satisfied first; fast charging is ranked third and is satisfied last.

[0091] Specifically, the priority of charging terminals is sorted in chronological order, that is, the terminals that arrive at the charging station first and start charging will get the highest priority to ensure that they can get the charging service first. Next, the supercharging terminal, as the second priority, will obtain the required charging power after the time-priority terminals are served to meet their high demand for fast charging. Finally, the fast charging terminal, as the third priority, will get the remaining available power after the supercharging terminal is served. This priority sorting ensures that charging resources can be allocated in a fair and efficient manner according to the type of charging terminal and charging needs, which not only ensures the operating efficiency of the charging station, but also improves the user's charging experience.

[0092] When a vehicle comes to charge, the charging module in the ring (a charging component) will give priority to meeting the charging needs of the vehicle. If there are no remaining charging modules in the ring, the charging modules of other charging components will be called up through the outer ring contactor. If there are no remaining charging modules in other charging components, the inner ring contactor corresponding to the terminal will be disconnected to give priority to the output of the link.

[0093] For example, if the #01 charging terminal is a liquid-cooled terminal and the current demand of the vehicle connected to it is 600A, the remaining charging modules of ring one will be scheduled first. If the demand cannot be met, the charging modules of ring two will be scheduled through the outer ring contactor K1. If the demand cannot be met, the charging modules of ring three will be scheduled through the outer ring contactor K2. If the demand cannot be met, the main control module will send a function scheduling request to the energy storage batteries and photovoltaic components connected to the three outer ring contactors, and dispatch all their energy to the liquid-cooled terminal to meet the required current.

[0094] #When N charging terminals are fast charging terminals, when a vehicle is charging, the remaining charging modules in the ring are scheduled first. First, determine which ring N corresponds to, and determine it by taking an integer through n=N / 6+1. Then determine the charging module address number (identifier) ​​*M corresponding to the #N fast charging terminal, that is, *M=N+n; finally determine the value of x, x+6(n-1)=M=N+n; x=N-5n+6; then determine the range of y, y=x+1, y=x+2, y=x+3, y=x+4, y=x+5, y=x-5, y=x-4, y=x-3, y=x-2, y=x-1, and 1≤y≤6; the main control module will detect whether the charging module corresponding to the contactor K[x+6(n-1), y+6(n-1)] is in an idle state. When an idle module is detected, the contactor is controlled to close, the corresponding charging module is attracted, and the energy is dispatched to the #N charging terminal for use.

[0095] If, when terminal #3 is charging, n=N / 6+1=3 / 6+1, after rounding, n=1; M=3+1=4; x=N-5n+6=3-5+6=4; y=5,6,1,2,3; That is, the order of the inner ring contactor is K(4,5), K(4,6), K(4,1), K(4,2), K(4,3). So the order of the inner ring is the same. The order of the outer ring contactor is K1, K2, K3, or K2, K3, K1, or K3, K2, K1.

[0096] This embodiment adopts the above-mentioned inner ring + outer ring architecture, and uses very few contactors to meet the full flexible distribution requirements of the charging stack power distribution unit. In the related art, the charging stack power distribution unit basically adopts full flexible distribution, that is, each module can be dispatched to any charging port for use, but the more charging modules there are, the greater the number of DC contactors required. For example, if 18 modules are to be dispatched, 306 DC contactors are required, which is extremely costly.

[0097] However, this embodiment only requires 96 DC contactors, which simplifies the system structure and reduces the system cost.

[0098] Among them, there are 96 contactors, divided into 90 inner ring contactors (45*2) and 6 outer ring contactors (3*2); the reason for multiplying by 2 here is that the national standard requires that both the positive and negative output busbars must be controlled simultaneously by contactors.

[0099] The inner ring adopts a three-ring architecture. Each ring consists of 30 DC contactors and 6 60kW charging modules. Each ring has five outputs and one input. The five outputs are fast charging terminals or liquid cooling terminals. One input is a photovoltaic module or energy storage battery. Thus, a DC bus type photovoltaic storage charging system is formed.

[0100] The charging power of the entire system is 1.08MW. When the charging power of the entire system cannot meet the demand, the energy storage battery outputs the voltage requirement of the liquid-cooled charging gun through the DC / DC charging module, giving priority to liquid-cooled supercharging.

[0101] The embodiment of the present invention also provides a charging stack power distribution method, which is applied to the charging stack power distribution system provided in any of the above embodiments, such as Figure 4 As shown, the method includes: Step 201: when the charging demand power of the charging demand device is greater than the charging output power provided by the target charging module, a joint charging module is determined from other charging modules according to a terminal identifier of the target charging terminal.

[0102] Specifically, when the charging power demand of the charging demand device exceeds the charging output power that can be provided by the target charging module directly connected to it, the main control module will intelligently query and identify the charging modules that are closer from the charging pile based on the terminal identifier of the target charging terminal, such as #03, through the communication network within the system. Once these modules are identified, the main control module will evaluate their charging status and select appropriate modules from them as joint charging modules to supplement the required additional power, ensuring that electric vehicles can obtain sufficient charging power to meet their high-power charging needs.

[0103] Step 202: Determine a target contactor identifier according to the module identifier charging state of the combined charging module.

[0104] Specifically, after the combined charging modules are determined, the main control module will determine the target contactor identifiers according to the module identifiers of these modules and their charging states using a preset mapping function or rule. For example, if the identifiers of the combined charging modules are 1, 2, 3, 4, 5, 6, the main control module will calculate the target contactor identifiers, such as K(4,5), K(4,6), etc., according to these identifiers and the identifier of the target charging terminal #03 through a mapping function. These identifiers indicate the contactors that can be closed so as to connect the selected combined charging module with the target charging terminal.

[0105] Step 203: Control the contactor corresponding to the target contactor identifier to close, so that the charging line between the combined charging module and the target charging terminal is connected.

[0106] Specifically, after determining the target contactor identifier, the main control module will accurately control the corresponding contactor to close. For example, if the target contactor identifier is K(4,6), the main control module will send a closing signal to the contactor connecting charging modules No. 4 and No. 6. This operation will establish an electrical connection between the combined charging module and the target charging terminal, so that the combined charging module can provide additional power to the target charging terminal to meet the charging needs of electric vehicles. The closing operation of the contactor is completed under the intelligent decision-making and precise control of the main control module, ensuring the safety, reliability and efficiency of the charging process.

[0107] The method of this embodiment applies the above-mentioned embodiment system, and its technical effects can refer to the above-mentioned embodiment system, which will not be repeated here.

[0108] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A charging stack power distribution system, characterized in that: It includes a main control module, at least one charging component, at least one contactor component and a plurality of charging terminals, wherein the charging component includes a plurality of charging modules, the charging modules are used to provide charging output power, the charging terminals are used to input the charging power to the charging demand device, the contactor component includes a plurality of contactors, each of the charging terminals is directly connected to at least one of the charging modules, and is connected to another charging module through at least one of the contactors, the charging terminals include a target charging terminal, and the target charging terminal is the corresponding charging terminal when the charging demand device is charged; the charging modules include a target charging module and other charging modules, and the target charging module is a charging module directly connected to the target charging terminal; the main control module is used to: When the charging demand power of the charging demand device is greater than the charging output power provided by the target charging module, determining a joint charging module from the other charging modules according to the terminal identifier of the target charging terminal; determining a target contactor identifier according to a module identifier and a charging state of the combined charging module; The contactor corresponding to the target contactor identifier is controlled to close, so that the charging line between the combined charging module and the target charging terminal is connected.

2. The system according to claim 1, characterized in that The contactor comprises an outer ring contactor and an inner ring contactor; the charging modules in one charging assembly are connected in parallel via the inner ring contactor, and are connected in parallel with the charging modules in another charging assembly via the outer ring connector; The main control module is also used to control the outer ring contactor to close when the charging power required by the charging device is greater than the remaining charging power that can be provided by one of the charging components, so as to connect at least two of the charging components.

3. The system according to claim 2, characterized in that The inner ring contactor identifier is associated with a module identifier of the charging module, the number of the charging modules in the charging assembly, and an identifier of the charging assembly.

4. The system according to claim 3, characterized in that The inner ring contactor identifier is expressed as [x+m(n-1), y+m(n-1)], wherein x and y represent the module identifier of the charging module, m represents the number of the charging modules in one of the charging components, n represents the serial number of the charging component, x≠y, and x≤m, y≤m.

5. The system according to claim 4, characterized in that m=6, n is 1, 2 or 3.

6. The system according to claim 2, characterized in that It also includes an energy replenishment component, in which the charging module connected to the outer ring contactor in the charging component is an energy replenishment charging module, and the energy replenishment charging module is connected to the energy replenishment component.

7. The system according to claim 6, characterized in that The energy replenishment component includes a photovoltaic component or an energy storage battery.

8. The system according to claim 7, characterized in that The charging terminal includes a supercharging terminal and a fast charging terminal. The main control module is specifically used to preferentially input the electric energy of the energy replenishment component to the fast charging terminal when the charging power output by the charging component is less than the overall required power of the current charging terminal.

9. The system according to any one of claims 1 to 7, characterized in that: It also includes a transformer, a rectifier distribution cabinet and a DC bus, wherein the transformer is connected to the rectifier distribution cabinet, the rectifier distribution cabinet is connected to the DC bus, and the DC bus is connected to the charging module.

10. A charging stack power distribution method, characterized in that: Applied to the charging stack power distribution system according to any one of claims 1 to 9, the method comprising: When the charging demand power of the charging demand device is greater than the charging output power provided by the target charging module, a joint charging module is determined from other charging modules according to the terminal identifier of the target charging terminal; determining a target contactor identifier according to a module identifier and a charging state of the combined charging module; The contactor corresponding to the target contactor identifier is controlled to close, so that the charging line between the combined charging module and the target charging terminal is connected.

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