Method and system for charging electric vehicle by electric vehicle charging station

Abstract

The invention provides a method and a system for charging an electric vehicle by an electric vehicle charging station, which are used for carrying out a normal charging procedure on EVSEs under the control of a cloud controller so as to charge at least one electric vehicle through the EVSEs. During a normal charging procedure, dynamic load management (DLM) is not activated. Determining a first time point when the total load is greater than or equal to the trigger critical value in the normal charging program period; after the first time point is obtained, the DLM is started to charge at least one electric vehicle through the EVSEs under the control of the edge controller. A second point in time at which the gradient of the total load reaches a gradient threshold value during a period in which the DLM is activated is determined. And after the second time point is obtained, the charging amount of each EVSE is adjusted through the edge controller according to the available charging amount of the electric vehicle.

Description

Technical Field

[0001] The present invention relates to a method and a system for charging an electric vehicle at an electric vehicle charging station. Background Art

[0002] International efforts to mitigate global warming have begun to promote the advancement of electric vehicles (EVs) to eliminate fuel consumption. The charging equipment industry is observing the trend of vehicle electrification and actively expanding the number of charging stations so that drivers can more widely access charging facilities to charge their electric vehicles.

[0003] With the popularity of electric vehicles, the urgency for efficient energy demand management is increasing. Effectively balancing the load of Electric Vehicle Supply Equipment (EVSE) within the available capacity and reducing peak demand to prevent system overload has become a critical task in industry. Summary of the invention

[0004] According to one aspect of the present invention, a method for charging an electric vehicle (EV) at an electric vehicle charging station (EVC) equipped with a plurality of electric vehicle supply equipment (EVSE) is provided, comprising the following steps. Under the control of a cloud controller (Cloud Controller), a normal charging procedure is performed on these EVSEs to charge at least one electric vehicle through these EVSEs. During the normal charging procedure, dynamic load management (DLM) is not activated. A first time point is determined, and the first time point is a time point during the normal charging procedure when a total load is greater than or equal to a trigger threshold. The total load corresponds to a first load of other building loads and a second load of these EVSEs. The other building loads and these EVSEs receive power from a main power input (main incoming from grid) from a power grid via a power line. During the normal charging procedure, when the total load corresponding to the first time point is greater than or equal to the trigger threshold, DLM is activated to charge at least one electric vehicle through these EVSEs under the control of an edge controller. A second time point is determined, the second time point being a time point when a gradient of the total load reaches a gradient threshold value during the period when the DLM is activated. During the period when the DLM is activated, when the gradient of the total load at the second time point reaches the gradient threshold value, the edge controller adjusts the charging capacity of each EVSE according to the available EV charging capacity corresponding to the second time point.

[0005] According to another aspect of the present invention, a system for charging electric vehicles at an electric vehicle charging station equipped with a plurality of EVSEs is provided, comprising a cloud controller and an edge controller. The cloud controller is configured to perform a normal charging procedure on these EVSEs under the control of the cloud controller, so as to charge at least one electric vehicle through these EVSEs. Wherein during the normal charging procedure, the DLM is not activated. The edge controller is configured to execute the following procedure. Determine a first time point, the first time point being a time point during the normal charging procedure when a total load is greater than or equal to a trigger threshold. Wherein the total load corresponds to a first load of other building loads and a second load of these EVSEs. The other building loads and these EVSEs receive power from a main power input from a power grid via a power line. During the normal charging procedure, when the total load corresponding to the first time point is greater than or equal to the trigger threshold, activate the DLM to charge at least one electric vehicle through these EVSEs under the control of the edge controller. Determine a second time point, the second time point being a time point when a gradient of the total load reaches a gradient threshold during the period when the DLM is activated. During the period when the DLM is activated, when the gradient of the total load at a second time point reaches a gradient critical value, the charging capacity of each EVSE is adjusted according to the available electric vehicle charging capacity corresponding to the second time point.

[0006] In order to make the above and other purposes, features and advantages of the present invention more clearly understood, embodiments are given below with reference to the accompanying drawings for detailed description as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1A A flow chart of a method for charging an electric vehicle (EV) at an electric vehicle charging station equipped with a plurality of electric vehicle supply equipment (EVSE) according to an embodiment of the present invention is depicted;

[0008] Figure 1B A flowchart of another method for charging an electric vehicle by an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is shown;

[0009] Figure 2A An electric vehicle charging station equipped with multiple EVSEs and its corresponding other building loads and main power input from the grid during a normal charging procedure without dynamic load management (DLM);

[0010] Figure 2B Shown during normal charging process without DLM. Figure 2AThe charging current of EV and the current value of other building loads;

[0011] Figure 3A An electric vehicle charging station equipped with multiple EVSEs and corresponding other building loads, as well as the main power input from the grid during DLM are depicted;

[0012] Figure 3B shows the maximum possible current value for charging an EV during DLM, and Figure 3A The current value of other building loads;

[0013] Figure 4A A block diagram of a system for charging at least one electric vehicle at an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is shown;

[0014] Figure 4B Another block diagram of a system for charging at least one electric vehicle at an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is shown;

[0015] Figure 5A The corresponding Figure 1A and Figure 1B A flowchart of steps 102 to 106 of starting the DLM;

[0016] Figure 5B Another flowchart for starting DLM is shown, corresponding to Figure 1A and Figure 1B Steps 102 to 106;

[0017] Fig. 6A and Figure 6B The corresponding Figure 1A and Figure 1B A flow chart of the charging control process of steps 108 to 114;

[0018] Figure 6C and Fig.6D The corresponding Figure 1A and Figure 1B A flowchart of another charging control process of steps 108 to 114;

[0019] Figure 7 An example of an operation method of charging an electric vehicle at an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is described;

[0020] Figure 8 Another example of an operation method for charging an electric vehicle by an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is illustrated;

[0021] Fig. 9Another operation example of a method for charging an electric vehicle by an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is illustrated;

[0022] Fig.10 Based on the Fig. 9 Several scenarios of examples;

[0023] Fig.11 Draw for explanation Fig.10 The corresponding circuit for the situation.

[0024] Wherein, the reference numerals are:

[0025] 102~114,502~520,502'~520',602~648: process steps;

[0026] 202: Electric vehicle charging station;

[0027] 204(1)~204(m),404(1)~404(m),1104(1)~1104(m): Electric vehicle supply equipment (EVSE);

[0028] 206,406: Main power input from the grid;

[0029] 207(2),207(2):electronic devices;

[0030] 208,408: other building loads;

[0031] 210,410: power lines;

[0032] 212: first circuit breaker;

[0033] 214: second circuit breaker;

[0034] 216: the third circuit breaker;

[0035] 218: EVSE distribution board;

[0036] 220(1)~220(m): electric vehicle;

[0037] 222,224,228,902,904: curve;

[0038] 226,227: area;

[0039] 230: straight line;

[0040] 400: system;

[0041] 402: cloud controller;

[0042] 403: edge controller;

[0043] 406: main power input from the power grid;

[0044] 408: Other building loads;

[0045] 409: main electricity meter;

[0046] 411: data recorder;

[0047] 412,414,416(1)~416(m): Circuit breaker;

[0048] 413: socket;

[0049] 432,434: switch;

[0050] 1106: main power input from the power grid;

[0051] 1108: Other building loads. DETAILED DESCRIPTION

[0052] The following provides many different embodiments or examples for implementing different features of the provided invention. The embodiments of the components and configurations described below are merely examples and are not intended to be limiting. In addition, for the purpose of simplicity and clarity, the present invention repeats reference symbols and / or numbers in each example, which in itself does not limit the relationship between the various embodiments and / or components discussed.

[0053] The terms “first,” “second,” etc. used in this document do not particularly refer to an order or sequence, but are only used to distinguish elements or operations described with the same technical terminology.

[0054] Please refer to Figure 1A, which depicts a flow chart of a method for charging an electric vehicle (EV) at an electric vehicle charging station (Electric Vehicle Charging Station) equipped with a plurality of electric vehicle supply equipment (EVSE) according to an embodiment of the present invention. In step 102, under the control of a cloud controller (Cloud Controller), a normal charging procedure is performed on these EVSEs to charge at least one electric vehicle through these EVSEs. During the normal charging procedure, dynamic load management (Dynamic Load Management, DLM) is not activated. In step 104, a first time point is determined, and the first time point is a time point during the normal charging procedure when a total load is greater than or equal to a trigger threshold. The total load corresponds to a first load of other building loads and a second load of these EVSEs. The other building loads and these EVSEs receive power from a main power input (main incoming from grid) from a power grid via a power line. In step 106, during the normal charging process, when the total load corresponding to the first time point is greater than or equal to the trigger threshold, the DLM is activated to charge at least one electric vehicle through these EVSEs under the control of an edge controller. In step 108, a second time point is determined, and the second time point is the time point when a gradient of the total load reaches a gradient threshold during the period when the DLM is activated. In step 110, during the period when the DLM is activated, when the gradient of the total load at the second time point reaches the gradient threshold, the edge controller adjusts the charging capacity of each EVSE according to the available EV charging capacity corresponding to the second time point.

[0055] Please refer to Figure 1B , depicts another flow chart of a method for charging an electric vehicle at an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention. Figure 1A Compared with the method, Figure 1B The method further includes step 112 and step 114. In step 112, a third time point is determined, and the third time point is a time point when the total load is greater than or equal to the trigger threshold value during the period when the DLM is activated. In step 114, during the period when the DLM is activated, when the total load corresponding to the third time point is greater than or equal to the trigger threshold value, the edge controller adjusts the charge capacity of each EVSE according to the available electric vehicle charge capacity corresponding to the third time point.

[0056] At step 110, the charge capacity of each EVSE is adjusted in proportion to the maximum charge capacity of the corresponding EVSE. At step 114, the charge capacity of each EVSE is adjusted in proportion to the maximum charge capacity of the corresponding EVSE.

[0057] also, Figure 1A In step 110, the edge controller adjusts the charge capacity of each EVSE based on the available electric vehicle charge capacity at the second time point, which may include the following steps. Calculate the available electric vehicle charge capacity at the second time point. Perform electric vehicle charging control. Determine the number of EVSEs in use at the second time point. Calculate the total maximum capacity (Total maximum EVSE capacity) of the EVSEs in use at the second time point. Calculate the charging rate of each EVSE at the second time point. Calculate the charge capacity of each EVSE at the second time point based on the available electric vehicle charge capacity at the second time point and the charging rate of each EVSE at the second time point. Charge at least one electric vehicle in use with the calculated charge capacity of each EVSE. The charging rate of each EVSE at the second time point is proportional to the maximum charge capacity of the corresponding EVSE.

[0058] The step of adjusting the charge amount of each EVSE by the edge controller based on the available electric vehicle charge amount at the third time point in the above step 114 may include the following steps. Calculate the available electric vehicle charge amount at the third time point. Perform electric vehicle charging control. Determine the number of EVSEs in use at the third time point. Calculate the overall maximum capacity of the EVSEs in use at the third time point. Calculate the charging rate of each EVSE at the third time point. Calculate the charge amount of each EVSE at the third time point based on the available electric vehicle charge amount at the third time point and the charging rate of each EVSE at the third time point. Charge at least one electric vehicle in use with the calculated charge amount of each EVSE. The charging rate of each EVSE at the third time point is proportional to the maximum charge amount of the corresponding EVSE. This method will be described in more detail below.

[0059] Please refer to Figure 2A and Figure 2B , Figure 2A An electric vehicle charging station equipped with multiple EVSEs and their corresponding other building loads and main power input from the grid is shown during a normal charging procedure and without DLM. Figure 2B Shown during normal charging process without DLM. Figure 2A The charging current of EV and the current value of other building loads. Figure 2AIn the embodiment, an electric vehicle charging station 202 is equipped with a plurality of EVSEs, such as EVSEs 204(1) to 204(m), where m is an integer. A main power input 206 from a power grid provides power to other building loads 208 and EVSEs 204(1) to 204(m) via power lines 210.

[0060] The total load corresponds to a first load of the other building loads 208 and a second load of the EVSE 204(1) to 204(m). For example, the total load is the sum of the first load of the other building loads 208 and the second load of the EVSE 204(1) to 204(m). The term "load" may refer to a corresponding current or a corresponding power loss. Thus, the total load may be the sum of the current I1(t) of the other building loads 208 and the current I2(t) of the EVSE 204(1) to 204(m), or the sum of the power loss of the other building loads 208 and the power loss of the EVSE 204(1) to 204(m). Figure 2A and Figure 2B In the example, the total load is represented by the sum of the current I1(t) of other building loads 208 and the current I2(t) of EVSE 204(1) to 204(m), and the total load is represented by the current I(t), where I(t)=I1(t)+I2(t). In some embodiments, the total load corresponds to the overall building power loss corresponding to the multiple EVSEs, that is, the total load can also be the overall building load including the loads of the multiple EVSEs.

[0061] The main power input 206 from the power grid is coupled to the first circuit breaker 212, other building loads 208 are coupled to the second circuit breaker 214, and the EVSE 204 (1) to 204 (m) are coupled to the third circuit breaker 216. The other building loads 208 are coupled to the main power input 206 from the power grid via the first circuit breaker 212 and the second circuit breaker 214, and the EVSE 204 (1) to 204 (m) are coupled to the main power input 206 from the power grid via the first circuit breaker 212 and the third circuit breaker 216. The first circuit breaker 212, the second circuit breaker 214, and the third circuit breaker 216 can be implemented by a miniature circuit breaker (MCB) or a molded case circuit breaker (MCCB). For example, in some embodiments, the main power input 206 from the power grid can be replaced by the power system in the building.

[0062] The electric vehicle charging station 202 further includes an EVSE distribution board 218 for power distribution and safety protection when the EVSE 204 (1) to 204 (m) charges the electric vehicles 220 (1) to 220 (m). For example, when multiple EVSEs 204 (1) to 204 (m) are in use, power flows through the EVSE distribution board 218 and is distributed to the EVSEs 204 (1) to 204 (m) in use. The EVSE distribution board 218 shields electrical safety devices, which are not limited to the third circuit breaker 216, and can detect and protect the electric vehicle charging station 202 from current or voltage related damage.

[0063] Other building loads 208 include a plurality of electronic devices, such as electronic devices 207(1) and 207(2). These electronic devices may include motors, lamps, and other components, and current may flow through these electronic devices in other building loads 208. Since the number of electronic devices is variable and the current flowing through these electronic devices is variable, the current I1(t) of other building loads 208 is also variable.

[0064] Please refer to Figure 2B , curve 222 represents the value of the current I1 of the other building loads 208, and curve 224 represents the value of the current I, which is the sum of the value of the current I1 of the other building loads 208 and the value of the current I2 of the EVSE 204 (1) to 204 (m). At time point t1, the value of the current I(t1) is the sum of the value of the current I1(t1) of the other building loads 208 and the value of the current I2(t1) of the EVSE 204 (1) to 204 (m). In addition, the value Df(t1) represents the maximum site capacity Cap of the main power input 206 from the power grid. Site(Max) The difference between the value of current I(t1) and the value of current I(t1). Figure 2B , the area 226 above the curve 224 corresponding to the value Df represents the unused amount.

[0065] Please refer to Figure 3A and Figure 3B , Figure 3A An electric vehicle charging station equipped with multiple EVSEs and corresponding other building loads are depicted, as well as the main power input from the grid during DLM. Figure 3B shows the maximum possible current value for charging an EV during DLM, and Figure 3A The current value of other building loads. Figure 3BIn the example, curve 228 represents the current value I1' of other building loads 208, and straight line 230 represents the current value I', which is the sum of the current value I1' of other building loads 208 and the current value I2' of EVSE 204(1) to 204(m). In this example, straight line 230 represents the maximum site capacity Cap Site(Max) The value of W% is W, where W is a real number less than or equal to 100. For example, W is equal to 90 or 100. At time point t2, the current value I'(t2) is the sum of the current value I1'(t2) of the other building loads 208 and the current value I2'(t2) of the EVSE 204(1) to 204(m). In addition, the value Df'(t2) represents the maximum site capacity Cap of the main power input 206 from the power grid. Site(Max) and is the maximum site capacity Cap Site(Max) The difference between the current value I'(t2) of W% of Figure 3B In the figure, the area 227 above the straight line 230 corresponding to the Df' value represents the unused capacity. Figure 2B The area 226 is small.

[0066] Please refer to Figure 4A , Figure 4A A block diagram of a system for charging at least one electric vehicle at an electric vehicle charging station equipped with multiple EVSEs according to an embodiment of the present invention is shown. System 400 includes a cloud controller 402 and an edge controller 403. The cloud controller 402 is configured to perform a normal charging procedure on EVSEs 404 (1) to 404 (m) under the control of the cloud controller 402 to charge at least one electric vehicle through EVSEs 404 (1) to 404 (m). During the normal charging procedure, DLM is not activated. The normal charging procedure can be, for example, smart charging performed by the cloud, or normal smart charging performed by the cloud controller. Mark "404" can represent any EVSE among EVSEs 404 (1) to 404 (m).

[0067] The edge controller 403 is configured to perform the following process. First, a first time point is determined, the first time point being a time point during a normal charging process when the total load is greater than or equal to a trigger threshold. The total load corresponds to a first load of other building loads 408 and a second load of EVSE 404 (1) to 404 (m), and the other building loads and EVSE 404 (1) to 404 (m) receive power from a main power input 406 from a power grid via a power line 410. During the normal charging process, when the total load corresponding to the first time point is greater than or equal to the trigger threshold, the DLM is activated to charge at least one electric vehicle through the EVSE 404 (1) to 404 (m) under the control of the edge controller 403. A second time point is determined, the second time point being a time point when the gradient of the total load reaches a gradient threshold during the period when the DLM is activated. During the period when the DLM is activated, when the gradient of the total load at the second time point reaches the gradient threshold, the charging amount of each EVSE is adjusted according to the available electric vehicle charging amount corresponding to the second time point.

[0068] The system 400 may also include a main meter 409. The main meter 409 is configured to measure the current or power of the power line 410 and obtain main meter data from the main meter 409 when charging at least one electric vehicle through the EVSE 404 (1) to 404 (m). During the normal charging process, the first time point when the total load is greater than or equal to the trigger threshold is determined based on the main meter data obtained from the main meter 409 at the first time point. During the period when the DLM is activated, the second time point when the gradient of the total load reaches the gradient threshold is determined based on the main meter data obtained from the main meter 409 at the second time point. During the period when the DLM is activated, the third time point when the total load is greater than or equal to the trigger threshold is determined based on the main meter data obtained from the main meter 409 at the third time point.

[0069] Circuit breaker 412 is electrically connected to power line 410, and circuit breaker 414 is electrically connected to other building loads 408. Circuit breakers 416(1) to 416(m) are electrically connected to EVSE 404(1) to 404(m), respectively. These circuit breakers are used to prevent damage to related components due to overcurrent. A switch 434 is used and connected to the main power meter 409, and another switch 432 is used and connected to the main power input 406 from the power grid.

[0070] Please refer to Figure 4B , Figure 4B Another block diagram of a system for charging at least one electric vehicle at an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is shown. Figure 4A Compared with the system 400, Figure 4BThe system 400' further has a data logger 411 and a socket 413. The data logger 411 is used to store the main meter data obtained from the main meter 409. The socket 413 is used to supply power to other devices when necessary.

[0071] Please refer to Figure 5A , Figure 5A The corresponding Figure 1A and Figure 1B The flowchart of starting DLM from steps 102 to 106 is shown in FIG. 502 . In step 502 , pre-existing charging data is determined. The pre-existing charging data includes, for example, the maximum station capacity Cap of the main power input from the power grid. Site(Max) , the number of EVSEs in use and the maximum charge capacity of each EVSE.

[0072] Next, in step 504, the initial value of the charging profile of each EVSE is set to zero, so that no EVSE provides current. In step 506, time t is initialized to 0. Then, step 508 is executed, and real-time main meter data at time t is collected from the main meter 409 at a fixed time interval. Then, in step 510, it is determined whether the DLM is activated. If the DLM is activated, the method proceeds to step 512; otherwise, it proceeds to step 514.

[0073] In step 514, it is determined whether the total load at time t is greater than or equal to the trigger threshold. If so, proceed to step 518; otherwise, proceed to step 516. In step 514, this determination is made in a normal charging procedure when the DLM is not activated. The total load corresponds to a first load of other building loads 408 and a second load of EVSE 404(1) to 404(m), and other building loads 408 and EVSE 404(1) to 404(m) receive power from a main power input 406 from a power grid via power lines 410, as described in step 104.

[0074] In step 516, smart charging at cloud is performed. This includes executing a normal charging procedure by EVSE 404 (1) to 404 (m) under the control of cloud controller 402 to charge at least one electric vehicle, as described in step 102. During the normal charging procedure, DLM remains inactive. After executing step 516, step 520 is entered to increase the value of t by 1. After step 520, the method returns to step 508. Initially, step 520 after step 516 can be omitted.

[0075] In step 518, smart charging at edge is performed. When the total load at time t is greater than or equal to the trigger threshold during the normal charging process, as determined in step 514, step 518 is performed. In step 518, the DLM is activated to charge at least one electric vehicle via the EVSE 404 (1) to 404 (m) under the control of the edge controller 403, as described in step 106. After step 518, step 520 is entered to increase the value of t by 1. After step 520, the method returns to step 508.

[0076] In step 512, it is determined whether the total load at time t during the period when the DLM is activated is less than or equal to the release threshold. If so, proceed to step 516; otherwise, proceed to step 518. If the total load at time t during the period when the DLM is activated is less than or equal to the release threshold, proceed to step 516 to disable the DLM and restart the normal charging process to charge at least one electric vehicle through the EVSE 404 (1) to 404 (m) under the control of the cloud controller 402. The release threshold is less than the trigger threshold, and the trigger threshold is less than the maximum site capacity Cap of the main power input 406 of the grid. Site(Max) .

[0077] Please refer to Figure 5B , Figure 5B Another flowchart for starting DLM is shown, corresponding to Figure 1A and Figure 1B Steps 102 to 106. Figure 5B and Figure 5A The difference is that the trigger threshold in step 514 is set to the maximum site capacity Cap in step 514'. Site(Max) X% of the release threshold of step 512, and set the maximum site capacity Cap of step 512' Site(Max) Where X and Y are both real numbers less than 100. Figure 5B Steps 502' to 510' and steps 516' to 520' in Figure 5A Steps 502 to 510 and steps 516 to 520 are similar and will not be repeated. In some embodiments, the trigger threshold in step 514 may be set to X% of the maximum power capacity of the target building power system.

[0078] Please refer to Fig. 6A and Figure 6B , Fig. 6A and Figure 6B The corresponding Figure 1A and Figure 1BA flow chart of the charging control process of steps 108 to 114. Fig. 6A and Figure 6B The charging control process in FIG. 1 is a process in which the EVSE 404 ( 1 ) to 404 ( m ) charges at least one electric vehicle under the control of the edge controller 403 after the DLM is started. This is performed after determining that the total load is greater than or equal to the trigger threshold value during the normal charging process as described in step 106 .

[0079] In step 602, pre-existing charging data is first determined. The pre-existing charging data includes the maximum station capacity Cap of the main power input from the power grid 406 Site(Max) , the number of EVSEs in use, and the maximum charge capacity of each EVSE 404, etc. Then in step 604, the charging configuration initial value of each EVSE 404 is set to zero, so that no EVSE 404 provides current. In step 606, time t is initialized to zero.

[0080] After that, step 608 is entered, and real-time main meter data at time t is collected from the main meter 409 at fixed time intervals. Next, step 610 is executed to perform DLM. Then, step 612 is entered to calculate the gradient of the total load, and step 614 is entered. In step 614, it is determined whether the gradient of the total load reaches the gradient critical value. If yes, step 616 is entered; otherwise, step 618 is entered. In step 616, the available electric vehicle charging capacity at time t is calculated. In step 618, it is determined whether the total load at time t reaches the trigger critical value when DLM is activated. In other words, it is determined whether the total load at time t reaches the trigger critical value when DLM is activated. If yes, step 616 is entered; otherwise, step 620 is entered. In step 616, the available electric vehicle charging capacity at time t is calculated. In step 620, the charging configuration of each EVSE remains unchanged.

[0081] After step 616, step 622 is executed to determine whether there is any change in the available electric vehicle charging capacity. If yes, then step 624 is entered; otherwise, step 620 is entered. In step 624, it is determined whether the available electric vehicle charging capacity is greater than zero. If yes, then step 626 is entered; otherwise, step 638 is entered to stop charging.

[0082] In step 626, the electric vehicle charging control is performed. Next, the process proceeds to step 628, where the edge controller 403 calculates the charging capacity of each EVSE according to the available electric vehicle charging capacity at time t. After that, the process proceeds to step 640 to determine whether the available electric vehicle charging capacity is greater than the maximum capacity of the EVSE. If so, the process proceeds to step 642; otherwise, the process proceeds to step 644.

[0083] In step 642, under the control of the edge controller, multiple EVSEs charge at least one electric vehicle with the maximum capacity of the EVSE. In step 644, under the control of the edge controller 403, multiple EVSEs charge at least one electric vehicle with the charging capacity of each EVSE. Then, step 646 is executed to update the charging configuration of the multiple EVSEs. Then, step 648 is entered to increase the value of time t by 1. Then, step 608 is repeated.

[0084] Please refer to Figure 6C and Fig.6D , Figure 6C and Fig.6D The corresponding Figure 1A and Figure 1B Steps 108 to 114 are a flow chart of another charging control process. Fig.6D and Figure 6B The difference is that Figure 6B Step 628 in may be performed by Fig.6D Steps 630 to 636 in are replaced by, or Figure 6B Step 628 in may be performed by Fig.6D The above is implemented by steps 630 to 636 in . Figure 6C and Fig.6D The other steps are Fig. 6A and Figure 6B The corresponding steps in are the same, so they will not be repeated.

[0085] Figure 6C and Fig.6D The charging control process in is also after starting the DLM, the EVSE charges at least one electric vehicle under the control of the edge controller 403, as described in step 106, which is performed after determining that the total load is greater than or equal to the trigger threshold during the normal charging procedure.

[0086] In step 630, the number of EVSEs in use at the second time point is determined. The number of EVSEs in use is represented by "n". Then in step 632, the overall maximum capacity of the EVSEs in use at time t is calculated. Then in step 634, the charging rate of each EVSE at time t is calculated. Then in step 636, the charge capacity of each EVSE at time t is calculated based on the available electric vehicle charge at time t and the charging rate of each EVSE at time t.

[0087] After the determination in step 640, step 644 is executed to charge at least one electric vehicle in use using the EVSE according to the calculated charge capacity of each EVSE. The charge rate of each EVSE at time t is proportional to the maximum charge capacity of the corresponding EVSE.

[0088] When the judgment in step 614 is no, that is, the gradient of the total load has not reached the gradient critical value, then enter step 618 and judge whether the total load at time t is greater than or equal to the trigger critical value when the DLM is activated. Then execute step 616 to calculate the available electric vehicle charging capacity at time t. After that, execute steps 622 and 624, and then execute steps 626 to 636. That is, when the gradient of the total load is greater than or equal to the gradient critical value when the DLM is activated, or the total load at time t is greater than or equal to the trigger critical value when the DLM is activated, steps 616, 626 and 630 to 636 will be executed.

[0089] In step 612, the total load Load at time t can be Total (t) and the total load at time t-1 Total (t-1) to calculate the total load gradient ΔLoad Total , for example, the following formula can be used:

[0090]

[0091] In step 614, by checking ΔTotal Load Is it greater than or equal to m(t), and ΔTotal Load Whether it is less than or equal to -m(t) can be used to determine whether the gradient of the total load has reached the gradient critical value. When ΔTotal_Load≥m(t) or ΔTotal_Load≤-m(t), it is determined that the gradient of the total load has reached the gradient critical value, where m(t) is the positive gradient critical value and -m(t) is the negative gradient critical value. Whether the gradient of the total load has reached the gradient critical value can be used as an update flag for the EVSE charging configuration.

[0092] In step 616, the available electric vehicle charging capacity Cap(t) at time t can be calculated, for example, by the following formula:

[0093] Cap(t)=min(Cap(t-1),Load Total (t))+(W%Cap Site(Max) -Load Total (t))

[0094] W is a real number not exceeding 100, and its value can be selected according to the site conditions. Site(Max) " represents the maximum site capacity of the total load, which includes the EVSE load and other building loads at this site. Assuming W is set to 90, the above formula can be rewritten as:

[0095] Cap(t)=min(Cap(t-1), Load Total(t))+(90%Cap Site(Max) -Load Total (t))

[0096] Alternatively, the available electric vehicle charging capacity Cap(t) at time t may also be calculated by the following formula, for example:

[0097] Cap(t)=Cap(t-1)+(W%Cap Site(Max) -Load Total (t))

[0098] Assuming W is set to 90, the above formula can be rewritten as:

[0099] Cap(t)=Cap(t-1)+(90%Cap Site(Max) -Load Total (t))

[0100] In step 632, the overall maximum capacity EVSE of the EVSE being used at time t Total(Max) (n,t) can be calculated by the following formula, where "n" represents the number of EVSEs in use:

[0101]

[0102] EVSE i(Max) It is obtained based on the maximum current output rating of each EVSE brand or type. When the battery of the corresponding electric vehicle is fully charged, the EV state The value of is equal to "1"; when the battery of the corresponding electric vehicle is not fully charged, the EV state The value of is equal to "0".

[0103] In step 634, the charging rate of the i-th EVSE being used at time t is represented by Charging_Rate(i,t), which can be calculated, for example, by the following formula, where i is an integer:

[0104]

[0105] In step 636, the charge capacity of the i-th EVSE being used at time t is expressed as Cap EVSE (i, t) means that it can be calculated by the following formula:

[0106] Cap EVSE (i,t)=Charging_Rate(i,t)×Cap(t)

[0107] Please refer to Figure 7, describes an example of an operation method for charging an electric vehicle at an electric vehicle charging station equipped with multiple EVSEs according to an embodiment of the present invention. Figure 7 In the example, it is assumed that the maximum site capacity is set to 100A, the trigger threshold is set to 90% of the maximum site capacity (for example, 90A), and the release threshold is set to 80% of the maximum site capacity (for example, 80A). Assume that the data of the main meter is read once per second. The conditions for triggering the charging configuration update include when there is a sudden increase of at least mA / s or a decrease of -mA / s between time t-1 and time t. That is, the positive gradient threshold is set to mA / s, and the negative gradient threshold is set to -mA / s. When ΔTotal_Load≥m(t) or ΔTotal_Load≤-m(t), it is judged that the gradient of the total load reaches the gradient threshold. In this example, it is assumed that m is equal to 5, the positive gradient threshold is 5A / s, and the negative gradient threshold is -5A / s. The conditions for triggering the charging configuration update also include the situation where the total load is greater than or equal to the trigger threshold.

[0108] Curve 702 represents the total load, and curve 704 represents the EVSE load of multiple EVSEs. Assume that the initial DLM state is the non-starting state. Between time t=1 and 4, the total load is lower than the triggering threshold (e.g., 90A); therefore, the DLM is in the non-starting state. At time t=5, the total load exceeds the triggering threshold (e.g., 90A); therefore, the DLM is started, and the charging configuration of each EVSE is updated to reduce the charging current (i.e., EVSE load) of each EVSE.

[0109] At time t=6 to t=7, the gradient of the total load (from time t-1 to time t) does not reach the gradient critical value, so the charging current of each EVSE remains unchanged. At time t=8, the gradient of the total load (from time t-1 to time t) reaches the gradient critical value, so the charging configuration of each EVSE is updated to increase the charging current of each EVSE.

[0110] At time t=9 to 10, the gradient of the total load (from time t-1 to time t) does not reach the gradient critical value, so the charging current of each EVSE (i.e., EVSE load) remains unchanged. At time t=11, the gradient of the total load (from time t-1 to time t) reaches the gradient critical value, so the charging configuration of each EVSE is updated to reduce the charging current of each EVSE.

[0111] Between time t=12 and 16, the gradient of the total load (from time t-1 to time t) does not reach the gradient threshold. Therefore, the charging current of the EVSE remains unchanged. At time t=17, the total load exceeds the trigger threshold. Therefore, the charging configuration of each EVSE is updated to reduce the charging current of each EVSE.

[0112] At time t=18, the total load still exceeds the trigger threshold (i.e., other building loads are still increasing), and the charging configuration of each EVSE is updated again to reduce the charging current of each EVSE. Between time t=19 and 21, the gradient of the total load (from time t-1 to time t) does not reach the gradient threshold. Therefore, the charging current of the EVSE remains unchanged.

[0113] At time t=22, the total load drops below the release threshold (e.g., 80A), the normal charging procedure (e.g., cloud-based smart charging) takes over, and DLM is set to the inactive state. After time t=23, the total load is lower than the trigger threshold, and DLM remains in the inactive state.

[0114] Please refer to Figure 8 , Figure 8 Another example of an operation method of charging an electric vehicle by an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is shown. Figure 8 In the example, the DLM conditions are assumed to be as follows. DLM is based on the maximum site capacity of 10A. When DLM is in the non-activated state, the trigger threshold is assumed to be 8A (80% of the maximum site capacity of 10A). The EVSE current is limited according to the trigger threshold. When DLM is in the activated state, the release threshold is assumed to be 6A (60% of the maximum site capacity of 10A). The positive gradient threshold is assumed to be 1A / s and the negative gradient threshold is assumed to be -1A / s.

[0115] During DLM startup, the conditions for updating the charging configuration include the following. When there is a sudden increase of at least 1A / s (positive gradient threshold) between time t-1 and t, the update of the charging configuration is triggered. When there is a decrease of at least -1A / s between time t-1 and t, the update of the charging configuration is triggered. When the total load is greater than or equal to the trigger threshold (for example, 8A), the charging configuration will be updated regardless of the gradient value of the total load, which will result in a reduction in the available charging capacity of the EVSE. When the total load is greater than or equal to the maximum site capacity limit (for example, 10A in this example), the charging configuration will be updated regardless of the gradient value of the total load, which will result in the charging capacity of the EVSE being set to zero (i.e., charging is stopped).

[0116] like Figure 8 As shown in Figure 1, in scenario 1, the initial DLM state is non-activated. Assume that the total load at time t is 1.008A and the total load at time t-1 is 1.008A. Since the triggering threshold (i.e. 8A) is not reached, DLM is still in the non-activated state. Cloud-based smart charging is performed, and the charging capacity of each EVSE is provided by the cloud.

[0117] In scenario 2, the initial DLM state is non-activated. Assume that the total load at time t is 7.029A and the total load at time t-1 is 5.597A. The gradient of the total load is 1.432A / s, which exceeds the gradient threshold (e.g., 1A / s). Even if the gradient of the total load exceeds the gradient threshold (e.g., 1A / s or -1A / s), DLM remains in the non-activated state because the trigger threshold (i.e., 8A) has not been reached. Cloud-based smart charging is performed, and the charging capacity of each EVSE is provided by the cloud.

[0118] In scenario 3, the initial DLM state is non-activated. Assume that the total load at time t is 6.878 A and the total load at time t-1 is 6.542 A. Although the total load at time t exceeds the release threshold (e.g., 6 A), the DLM remains in the non-activated state because the trigger threshold (e.g., 8 A) has not been reached.

[0119] In scenario 4, the initial DLM state is non-activated. Assume that the total load at time t is 8.047A and the total load at time t-1 is 6.878A. The gradient of the total load is 1.169A / s, which exceeds the gradient threshold (e.g., 1A / s). Since the trigger threshold is reached, DLM is now activated and the charging configuration of each EVSE is updated to reduce the charging amount.

[0120] In scenario 5, the initial DLM state is non-activated. Assume that the total load at time t is 8.033A and the total load at time t-1 is 7.549A. The gradient of the total load is 0.484A / s, which does not exceed the gradient threshold (e.g., 1A / s). Since the trigger threshold (e.g., 8A) is reached, DLM is activated, and the charging configuration of each EVSE is updated because the total load reaches the trigger threshold, even if the gradient of the total load does not reach the gradient threshold.

[0121] In scenario 6, the initial DLM state is enabled. Assume that the total load at time t is 8.044A and the total load at time t-1 is 8.047A. The gradient of the total load is -0.003A / s, which does not exceed the gradient critical value (e.g., 1A / s). Since the release critical value (e.g., 6A) is not reached, DLM remains enabled. In this case, although the charging capacity of each EVSE is reduced, the total load remains unchanged, which means that the load of other buildings is still increasing. Therefore, as long as the total load reaches the triggering critical value (e.g., 8A), the charging configuration of each EVSE will continue to be updated to reduce the charging capacity of each EVSE, even if the gradient of the total load does not reach the gradient critical value.

[0122] In scenario 7, the initial DLM state is startup. Assume that the total load at time t is 6.525A and the total load at time t-1 is 8.051A. The gradient of the total load is -1.526A / s, which reaches the gradient critical value (less than the negative gradient critical value, such as -1A / s). Since the release critical value (such as 6A) is not reached, the new DLM state is still startup. Since the gradient of the total load reaches the gradient critical value (such as -1A / s), the charging configuration of each EVSE will be updated. That is, the available EV charging capacity Cap(t) is updated, and the charging capacity of each EVSE will also be updated. When the gradient of the total load decreases, the charging current of the EVSE will increase; when the gradient of the total load increases, the charging current of the EVSE will decrease.

[0123] In scenario 8, the initial DLM state is enabled. Assume that the total load at time t is 7.512A and the total load at time t-1 is 8.046A. The gradient of the total load is -0.534A / s, which does not reach the gradient critical value (greater than the negative gradient critical value, such as -1A / s). Since the release critical value (such as 6A) is not reached, DLM remains enabled. Since the gradient of the total load does not reach the gradient critical value, the available EV charging capacity Cap(t) is not recorded (Tabulated), and the charging configuration of each EVSE is not updated and remains unchanged.

[0124] In scenario 9, the initial DLM state is enabled. Assume that the total load at time t is 9.053A and the total load at time t-1 is 9.018A. The gradient of the total load is 0.035A / s, which does not reach the gradient threshold (less than the positive gradient threshold, such as 1A / s). Since the release threshold (e.g., 6A) is not reached, DLM remains enabled. The charging configuration is updated because the total load reaches the trigger threshold (e.g., 8A). The available EV charging capacity Cap(t) is updated and is less than or equal to 0A, which means charging is stopped. If the total load reaches the maximum site capacity, the EVSE will no longer charge.

[0125] In scenario 10, assuming that the total load at time t is 7.16A initially and 5.03A at time t-1, DLM is currently in a non-activated state because the trigger threshold (e.g., 8A) has not been reached. Assuming that the total load suddenly rises and reaches the maximum site capacity limit (e.g., 10A), the charging configuration of each EVSE will be updated and the EVSE will automatically stop charging. If the total load reaches the maximum site capacity, the EVSE will not continue charging.

[0126] In scenario 11, the initial DLM state is activated. Assume that the total load at time t is 5.033A initially and the total load at time t-1 is 10.058A. Since the total load at time t reaches the release threshold (e.g., 6A), DLM is now in a non-activated state. Since the total load at time t-1 suddenly rises to the maximum site capacity (e.g., 10A), the charging configuration of each EVSE is updated and the EVSE automatically stops charging. If the total load reaches the maximum site capacity, the EVSE will no longer continue charging. Subsequently, since the total load at time t is 5.033A, DLM becomes a non-activated state after time t because the release threshold (e.g., 6A) has been reached. Then, cloud-based smart charging (normal charging procedure) is restarted, and the cloud provides the available EV charging capacity Cap(t) and the charging configuration of each EVSE.

[0127] Please refer to Fig. 9 , Fig. 9 Another operation example of a method for charging an electric vehicle by an electric vehicle charging station equipped with a plurality of EVSEs according to an embodiment of the present invention is shown. Fig. 9 In the example, assuming that the maximum site capacity is 20A, the trigger threshold is set to 75% of the maximum site capacity (15A), and the release threshold is set to 40% of the maximum site capacity (8A). Assume that the data read from the main meter is recorded once per second. The conditions for triggering a charging configuration update include a sudden increase of at least 1A / s or a decrease of -1A / s between time t-1 and time t. That is, the positive gradient threshold is set to 1A / s and the negative gradient threshold is set to -1A / s. When ΔTotal_Load≥1A / s or ΔTotal_Load≤-1A / s, it is determined that the gradient of the total load reaches the gradient threshold. The conditions for triggering a charging configuration update also include the total load being equal to or exceeding the trigger threshold.

[0128] Curve 902 represents the total load, and curve 904 represents the EVSE load of multiple EVSEs. At time t=5, the total load curve 902 exceeds the trigger threshold; therefore, DLM is activated and the charging configuration of each EVSE is updated to reduce the charging current (ie, EVSE load) of each EVSE.

[0129] At time t=10, the gradient of the total load (time t-1 to time t) reaches the gradient threshold, so the charging configuration of each EVSE is updated to increase the charging current of each EVSE. At time t=14, the total load exceeds the trigger threshold, so the charging configuration of each EVSE is updated to reduce the charging current of each EVSE. At time t=25, the total load is below the release threshold, the DLM is set to the non-start state, and switches to the normal charging procedure.

[0130] Please refer to Fig.10 and Fig.11 , Fig.10 Based on the Fig. 9 Several scenarios of examples, Fig.11 Draw for explanation Fig.10 The current Ig represents the current output from the main power input 1106 from the grid, the current Ie represents the current input to the EVSE 1104 (1) to 1104 (m), and the current Ib represents the current input to other building loads 1108.

[0131] In scenario 1, the initial DLM state is non-activated. All EVSEs are not used. Current Ie is zero, current Ib is greater than or equal to 15A, and current Ig is greater than or equal to 15A. Since all EVSEs are not used, DLM will remain in the non-activated state even if Ig reaches the trigger threshold.

[0132] In scenario 2, the initial DLM state is non-starting. The current Ie is between 0 and 15A, the current Ib is zero, and the current Ig is between 0 and 15A. Since the current Ig is less than 15A and does not reach the triggering threshold, the DLM remains in the non-starting state. The charging configuration type of multiple EVSEs is a normal charging procedure controlled by a cloud controller, for example, a normal smart charging strategy in the cloud.

[0133] In scenario 3, the initial DLM state is non-starting. The current Ie is between 0 and 15A, the current Ib is not zero, and the current Ig is between 0 and 15A. Since the current Ig is less than 15A and does not reach the triggering threshold, the DLM remains in the non-starting state. The charging configuration type of multiple EVSEs is a normal charging procedure controlled by a cloud controller, for example, a normal smart charging strategy in the cloud.

[0134] In scenario 4, the initial DLM state is non-startup. The current Ie is greater than 15A, the current Ib is zero, and the current Ig is greater than 15A. Since the current Ig is greater than 15A, the trigger threshold has been reached and the DLM is in the start-up state. Regardless of whether the gradient threshold is reached (which depends on the total load at time t and time t-1) or other situations, as long as the trigger threshold is reached, the charging configuration of each EVSE will be updated and the current Ie will be reduced to, for example, the maximum station capacity of 15A.

[0135] In scenario 5, the initial DLM state is non-startup. The current Ie is greater than zero, the current Ib is greater than zero, and the current Ig is greater than or equal to 15A. Since the current Ig is greater than or equal to 15A, the trigger threshold has been reached and the DLM is in the start state. Regardless of whether the gradient threshold is reached (which depends on the total load at time t and time t-1) or other situations, the charging configuration of each EVSE will be updated and the current Ie will be reduced to, for example, the maximum station capacity of 15A.

[0136] In scenario 6, the initial DLM state is activated. The current Ie is greater than zero, the current Ib is greater than zero, and the current Ig is between 8 and 15A. Since the current Ig is less than 15A, the trigger threshold has not been reached and the DLM is still activated. Assume that the gradient threshold is not reached. Therefore, the charging configuration of each EVSE does not change.

[0137] In scenario 7, the initial DLM state is startup. The current Ie is greater than zero, the current Ib is greater than zero, and the current Ig is between 8A and 15A. Assume that the gradient of Ig is greater than or equal to the positive gradient threshold (e.g., 1A / s) and the gradient threshold has been reached. Since the trigger threshold has been reached, the charging configuration of each EVSE is updated.

[0138] In scenario 8, the initial DLM state is startup. The current Ie is greater than zero, the current Ib is greater than zero, and the current Ig is between 8A and 15A. Assume that the gradient of Ig is less than or equal to the negative gradient threshold (e.g., -1A / s) and the gradient threshold has been reached. Since the gradient threshold has been reached, the charging configuration of each EVSE is updated.

[0139] In scenario 9, the initial DLM state is non-startup. The current Ie is greater than zero, the current Ib is greater than zero, and the current Ig is much greater than the maximum station capacity (e.g., 20A). Assume that the gradient of Ig is greater than the positive gradient threshold (e.g., 1A / s) and the gradient threshold has been reached. Since the current Ig is much greater than the maximum station capacity (e.g., 20A), the charging configuration of each EVSE will be set to zero to prevent damage caused by overcurrent.

[0140] The method and system for charging electric vehicles at an electric vehicle charging station equipped with multiple EVSEs according to an embodiment of the present invention can optimize the real-time distribution of EVSE loads, effectively balance the EVSE loads within the available capacity, and reduce peak demand to prevent system overload. This method and system can ideally adjust the power distribution of multiple EVSEs within the available capacity in real time.

[0141] In addition, while the cloud controller can use a prediction engine to predict the behavior of the EVSE load and assign charging configurations to each EVSE, the edge controller can track the actual total load locally. When any behavior that brings the total load close to the trigger threshold occurs, the edge controller will take over control and reallocate the charging configuration of each EVSE. In addition, since the edge controller is closer to these EVSEs, it provides shorter latency than the cloud controller.

[0142] Before the electric vehicle is fully charged and the total load is below the trigger threshold, the charging configuration will be the responsibility of the cloud controller, which can be implemented by the smart charging server. The cloud controller implemented by the smart charging server can consider more parameters because the smart charging server has more powerful computing power. Because the computing power of the edge controller is limited, the edge controller (which can be implemented by an ordinary computer, for example) considers fewer parameters.

[0143] Although the present invention has been disclosed as above by way of embodiments, it is not intended to limit the present invention. A person skilled in the art in the art to which the present invention belongs may make some changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be based on the scope of the attached patent application.

Claims

1. A method for charging an electric vehicle at an electric vehicle charging station, wherein the electric vehicle charging station is equipped with a plurality of electric vehicle supply equipment (EVSE), characterized in that: The method includes: Under the control of a cloud controller, a normal charging procedure is performed on a plurality of EVSEs to charge at least one electric vehicle through the plurality of EVSEs, wherein during the normal charging procedure, dynamic load management is not activated; Determining a first time point, the first time point being a time point during the normal charging process when a total load is greater than or equal to a trigger threshold, wherein the total load corresponds to a first load of other building loads and a second load of the plurality of EVSEs, the other building loads and the plurality of EVSEs receiving power from a main power input from a power grid via a power line; During the normal charging process, when the total load corresponding to the first time point is greater than or equal to the trigger threshold, dynamic load management is initiated to charge at least one electric vehicle through the plurality of EVSEs under the control of an edge controller; determining a second time point, the second time point being a time point when a gradient of the total load reaches a gradient threshold value during a period in which the dynamic load management is activated; and During the period when dynamic load management is activated, when the gradient of the total load at the second time point reaches the gradient threshold, the edge controller adjusts the charging capacity of each EVSE according to the available electric vehicle charging capacity corresponding to the second time point.

2. The method according to claim 1, characterized in that Also includes: Determining a third time point, the third time point being a time point when the total load is greater than or equal to the trigger threshold during the period when the dynamic load management is activated; as well as During the period when dynamic load management is activated, when the total load corresponding to the third time point is greater than or equal to the trigger threshold, the edge controller adjusts the charging capacity of each EVSE according to the available electric vehicle charging capacity corresponding to the third time point.

3. The method according to claim 2, characterized in that In the step of adjusting the charge capacity of each EVSE according to the available charge capacity of the electric vehicle corresponding to the second time point, the charge capacity of each EVSE is adjusted in proportion to the maximum charge capacity of the corresponding EVSE by the edge controller; Wherein, in the step of adjusting the charging capacity of each EVSE according to the available electric vehicle charging capacity corresponding to the third time point by the edge controller, the charging capacity of each EVSE is adjusted in proportion to the maximum charging capacity of the corresponding EVSE.

4. The method according to claim 2, characterized in that Also includes: When at least one electric vehicle is charged through the plurality of EVSEs, a main electricity meter data is obtained from a main electricity meter; wherein, during the normal charging procedure, the first time point at which the total load is greater than or equal to the trigger threshold value is determined based on the main meter data obtained from the main meter at the first time point, and the main meter is configured to measure the current or power of the power line; wherein, during the period in which the storage dynamic load management is activated, the second time point when the gradient of the total load reaches the gradient threshold value is determined according to the main meter data obtained from the main meter at the second time point; The third time point at which the total load is greater than or equal to the trigger threshold value during the period when the dynamic load management is activated is determined based on the main meter data obtained from the main meter at the third time point.

5. The method according to claim 4, characterized in that A data logger is used to obtain the main meter data from the main meter, and a socket is used to power other devices when necessary.

6. The method according to claim 2, characterized in that The step of adjusting the charging capacity of each EVSE according to the available electric vehicle charging capacity corresponding to the third time point by the edge controller includes the following steps: Calculate the available electric vehicle charging capacity at the third time point; Carry out electric vehicle charging control; Determining the number of EVSEs in use at the third time point; Calculate the overall maximum capacity of the EVSE in use at the third time point; Calculate the charging rate of each EVSE at the third time point; Calculating the charge capacity of each EVSE at the third time point based on the available electric vehicle charge capacity at the third time point and the charge rate of each EVSE at the third time point; and At least one electric vehicle in use is charged with the calculated charging amount of each EVSE.

7. The method according to claim 6, characterized in that The charging rate of each EVSE at the third time point is proportional to the maximum charging capacity of the corresponding EVSE.

8. The method according to claim 1, characterized in that The step of adjusting the charging capacity of each EVSE according to the available electric vehicle charging capacity corresponding to the second time point by the edge controller includes the following steps: Calculate the available electric vehicle charging capacity at the second time point; Carry out electric vehicle charging control; Determining the number of EVSEs in use at the second time point; Calculate the overall maximum capacity of the EVSE in use at the second time point; Calculate the charging rate of each EVSE at the second time point; Calculating the charge capacity of each EVSE at the second time point based on the available electric vehicle charge capacity at the second time point and the charge rate of each EVSE at the second time point; and At least one electric vehicle in use is charged with the calculated charging amount of each EVSE.

9. The method according to claim 8, characterized in that The charging rate of each EVSE at the second time point is proportional to the maximum charging capacity of the corresponding EVSE.

10. The method according to claim 1, characterized in that The total load is the sum of the first load of other building loads and the second load of the plurality of EVSEs, the total load is the sum of the current of other building loads and the current of the plurality of EVSEs, or the total load is the sum of the power consumption of other building loads and the power consumption of the plurality of EVSEs.

11. The method according to claim 1, characterized in that Also includes: determining whether the total load corresponding to a fourth time point is less than or equal to a release threshold value during the period when dynamic load management is activated; During the period when dynamic load management is activated, when the total load corresponding to the fourth time point is less than or equal to the release threshold value, deactivating dynamic load management and restarting the normal charging process to charge the at least one electric vehicle through the plurality of EVSEs under the control of the cloud controller; The release critical value is smaller than the trigger critical value, and the trigger critical value is smaller than a maximum site capacity of the total load, where the total load includes the EVSE load of a site and other building loads of the site.

12. The method according to claim 1, characterized in that The main power input from the power grid is coupled to a first circuit breaker, the other building loads are coupled to a second circuit breaker, the multiple EVSEs are coupled to a third circuit breaker, the other building loads are coupled to the main power input from the power grid via the first circuit breaker and the second circuit breaker, and the multiple EVSEs are coupled to the main power input from the power grid via the first circuit breaker and the third circuit breaker.

13. The method according to claim 1, characterized in that The electric vehicle charging station also includes an EVSE distribution board for power distribution and safety protection when the multiple EVSEs are charging the electric vehicles.

14. The method according to claim 1, wherein: A first circuit breaker is electrically connected to the power line, a second circuit breaker is electrically connected to the other building loads, a plurality of third circuit breakers are electrically connected to the plurality of EVSEs respectively, a first switch is used and connected to a main electric meter, and a second switch is used and connected to the main power input from the power grid.

15. A system for charging electric vehicles at an electric vehicle charging station equipped with a plurality of EVSEs, characterized in that: include: a cloud controller configured to, under the control of the cloud controller, perform a normal charging procedure on the plurality of EVSEs to charge at least one electric vehicle through the plurality of EVSEs, wherein during the normal charging procedure, dynamic load management is not activated; and An edge controller configured to execute the following procedures: Determining a first time point, the first time point being a time point during the normal charging process when a total load is greater than or equal to a trigger threshold, wherein the total load corresponds to a first load of other building loads and a second load of the plurality of EVSEs, the other building loads and the plurality of EVSEs receiving power from a main power input from a power grid via a power line; During the normal charging process, when the total load corresponding to the first time point is greater than or equal to the trigger threshold, dynamic load management is initiated to charge at least one electric vehicle through the plurality of EVSEs under the control of the edge controller; Determining a second time point, the second time point being a time point when a gradient of the total load reaches a gradient threshold value during a period in which the dynamic load management is activated; and During the period when dynamic load management is activated, when the gradient of the total load at the second time point reaches the gradient threshold, the charge capacity of each EVSE is adjusted according to the available electric vehicle charge capacity corresponding to the second time point.

16. The system of claim 15, wherein: The edge controller is further configured to execute the following procedures: Determining a third time point, the third time point being a time point when the total load is greater than or equal to the trigger threshold during the period when the dynamic load management is activated; as well as During the period when dynamic load management is activated, when the total load corresponding to the third time point is greater than or equal to the trigger threshold, the charging capacity of each EVSE is adjusted according to the available electric vehicle charging capacity corresponding to the third time point.

17. The system of claim 16, wherein: In the procedure of adjusting the charge capacity of each EVSE according to the available electric vehicle charge capacity corresponding to the second time point, the charge capacity of each EVSE is adjusted in proportion to the maximum charge capacity of the corresponding EVSE; In the procedure of adjusting the charging capacity of each EVSE according to the available charging capacity of the electric vehicle corresponding to the third time point, the charging capacity of each EVSE is adjusted in proportion to the maximum charging capacity of the corresponding EVSE.

18. The system of claim 16, wherein: Also includes: a main electric meter configured to measure the current or power of the power line and obtain a main electric meter data when at least one electric vehicle is charged through the plurality of EVSEs; Wherein, during the normal charging procedure, the first time point at which the total load is greater than or equal to the trigger threshold value is determined based on the main meter data obtained from the main meter at the first time point; wherein, during the period when dynamic load management is activated, the second time point when the gradient of the total load reaches the gradient threshold value is determined according to the main meter data obtained from the main meter at the second time point; The third time point at which the total load is greater than or equal to the trigger threshold value during the period when the dynamic load management is activated is determined based on the main meter data obtained from the main meter at the third time point.

19. The system of claim 18, wherein: The device also comprises a data recorder and a socket. The data recorder is used for storing the main electricity meter data obtained from the main electricity meter, and the socket is used for supplying power to other devices when needed.

20. The system of claim 16, wherein: The procedure for adjusting the charging amount of each EVSE according to the available electric vehicle charging amount corresponding to the third time point includes the following sub-procedures: Calculate the available electric vehicle charging capacity at the third time point; Carry out electric vehicle charging control; Determining the number of EVSEs in use at the third time point; Calculate the overall maximum capacity of the EVSE in use at the third time point; Calculate the charging rate of each EVSE at the third time point; Calculating the charge capacity of each EVSE at the third time point based on the available electric vehicle charge capacity at the third time point and the charge rate of each EVSE at the third time point; as well as At least one electric vehicle in use is charged by the plurality of EVSEs according to the calculated charging amount of each EVSE.

21. The system of claim 20, wherein: The charging rate of each EVSE at the third time point is proportional to the maximum charge capacity of the corresponding EVSE.

22. The system of claim 15, wherein: The procedure for adjusting the charging capacity of each EVSE according to the available electric vehicle charging capacity corresponding to the second time point includes the following sub-procedures: Calculate the available electric vehicle charging capacity at the second time point; Carry out electric vehicle charging control; Determining the number of EVSEs in use at the second time point; Calculate the overall maximum capacity of the EVSE in use at the second time point; Calculate the charging rate of each EVSE at the second time point; Calculating the charge capacity of each EVSE at the second time point based on the available electric vehicle charge capacity at the second time point and the charge rate of each EVSE at the second time point; as well as At least one electric vehicle in use is charged by the plurality of EVSEs according to the calculated charging amount of each EVSE.

23. The system of claim 22, wherein: The charging rate of each EVSE at the second time point is proportional to the maximum charging capacity of the corresponding EVSE.

24. The system of claim 15, wherein: The total load is the sum of the first load of other building loads and the second load of the plurality of EVSEs, the total load is the sum of the current of the other building loads and the current of the plurality of EVSEs, or the total load is the sum of the power consumption of the other building loads and the power consumption of the plurality of EVSEs.

25. The system of claim 15, wherein: The edge controller is further configured to execute the following procedures: determining whether the total load corresponding to a fourth time point is less than or equal to a release threshold value during the period when dynamic load management is activated; During the period when dynamic load management is activated, when the total load corresponding to the fourth time point is less than or equal to the release threshold, deactivating dynamic load management; The cloud controller is further configured as follows: During the period when dynamic load management is activated, when the total load corresponding to the fourth time point is less than or equal to the release threshold value, restarting the normal charging process to charge the at least one electric vehicle through the plurality of EVSEs under the control of the cloud controller; The release critical value is smaller than the trigger critical value, and the trigger critical value is smaller than a maximum site capacity of the total load, where the total load includes the EVSE load of a site and other building loads of the site.

26. The system of claim 15, wherein: The main power input from the power grid is coupled to a first circuit breaker, the other building loads are coupled to a second circuit breaker, the multiple EVSEs are coupled to a third circuit breaker, the other building loads are coupled to the main power input from the power grid via the first circuit breaker and the second circuit breaker, and the multiple EVSEs are coupled to the main power input from the power grid via the first circuit breaker and the third circuit breaker.

27. The system of claim 15, wherein: The electric vehicle charging station also includes an EVSE distribution board for power distribution and safety protection when the electric vehicles are charged through the multiple EVSEs.

28. The system of claim 15, wherein: A first circuit breaker is electrically connected to the power line, a second circuit breaker is electrically connected to the other building loads, a plurality of third circuit breakers are electrically connected to the plurality of EVSEs respectively, a first switch is used and connected to a main electric meter, and a second switch is used and connected to the main power input from the power grid.

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