Group control charging power distribution method

Abstract

A group control charging power distribution method comprises a first module cabinet, a second module cabinet and a charging controller, N first charging modules and N first switch control modules are arranged in the first module cabinet, and N second charging modules and N second switch control modules are arranged in the second module cabinet. Each first charging module and each second charging module are correspondingly connected with each first switch control module and each second switch control module respectively, and each first charging module and each second charging module are connected with each first terminal and each second terminal; the first terminals are connected with the second terminals in a one-to-one correspondence mode through the cabinet combination relays. The charging controller is connected with the first charging modules, the second charging modules, the first switch control module, the second switch control module, the positive pole cabinet combination relay and the negative pole cabinet combination relay. According to the invention, the defects in the prior art are overcome, and the problems of high cost and non-uniform power distribution in the prior art are solved by optimizing the structure and control logic of the module cabinet.

Description

Technical Field

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

[0002] At present, with the popularity of electric vehicles and the increase in charging demand, the sales of new energy vehicles have risen, which has effectively driven the booming demand in the charging pile market and prompted a sharp increase in the number of charging infrastructure. However, with the rapid development of charging facilities, a series of challenges have also emerged: the utilization efficiency of charging resources is low, intelligent charging technology needs to be improved, the compatibility of charging power is defective, and the construction process of charging stations faces the dilemma of slow speed and difficulty.

[0003] Group control charging equipment has become one of the best solutions to the current problem. However, the module cabinets of group control charging equipment on the market are expensive and generally occupy a large area. In addition, there is uneven power distribution, which makes it impossible to fully utilize all charging modules. For example, the terminals with better locations in the charging station are used more frequently, and the charging modules corresponding to the terminals must be used more frequently than the charging modules corresponding to the terminals with worse locations. Over time, the degree of loss of each charging module is also different.

[0004] For example, the patent with application number CN201711091352.2 proposes an electric vehicle group control charging system and a matrix switch conversion device; it includes at least two charger modules, at least two matrix switch conversion modules and at least one charging pile module, the input port of each matrix switch conversion module is the same as the number of charger modules, and each input port is connected to each charger module; the output port of each matrix switch conversion module is connected to the corresponding charging pile. However, first of all, the system does not have a charging guarantee module, that is, when the charging module used is called, the newly added device to be charged cannot be charged. In addition, if there are many terminals, the required switch control module will also be large, which will occupy a larger volume and further increase the cost. Summary of the invention

[0005] In view of the shortcomings of the prior art, the present invention provides a group-controlled charging power distribution method, which overcomes the shortcomings of the prior art and has a reasonable design. By optimizing the module cabinet structure and control logic, the problems of high cost and uneven power distribution in the prior art are solved.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: A group control charging power distribution method uses a group control charging system, the system includes a first module cabinet, a second module cabinet and a charging controller, the first module cabinet is provided with N first charging modules and N first switch control modules, the second module cabinet is provided with N second charging modules and N second switch control modules, N is a positive integer, each of the first charging modules is connected to each of the first switch control modules in a one-to-one correspondence, each of the second charging modules is connected to each of the second switch control modules in a one-to-one correspondence, each of the first charging modules is connected to the DC+ and DC- ports of each of the first terminals, each of the second charging modules is connected to the DC+ and DC- ports of each of the second terminals, and the number of the first terminals and the second terminals is N; The DC+ and DC- ports of each of the first terminals are also connected to the DC+ and DC- ports of each of the second terminals in a one-to-one correspondence through a positive pole parallel cabinet relay and a negative pole parallel cabinet relay, and the number of the positive pole parallel cabinet relay and the negative pole parallel cabinet relay is N. The charging controller is connected to each of the first charging modules and the second charging module through a CAN bus, and the charging controller is connected to the first switch control module, the second switch control module, the positive pole parallel cabinet relay and the negative pole parallel cabinet relay; the charging controller communicates with the first terminal and the second terminal through RS-485 or Ethernet; The group control charging power allocation method comprises the following steps: Step S1: Prioritize each first terminal and second terminal; when the first module cabinet responds to the charging request of the electric vehicle, it enters the charging preparation state; Step S2: determining whether there is an idle first charging module in the first module cabinet for use; if yes, enabling the idle first charging module to be allocated to the corresponding first terminal for charging operation; if no, calling the lowest priority and non-power guarantee module in order of priority; Step S3: During charging, determine whether the output power of the enabled first charging module is greater than the required power of the electric vehicle. If so, the calling status of the first charging module remains unchanged; if not, proceed to step S4; Step S4: determine whether there are other idle first charging modules in the first module cabinet that can be used; if yes, start the idle first charging module and allocate it to the corresponding first terminal to charge the electric vehicle; if no, proceed to step S5; Step S5: Determine whether there is a non-power guarantee module in the first module cabinet whose priority of the first terminal being charged is lower than that of the current first terminal; if yes, call the first charging module with lower priority and allocate it to the current first terminal to meet the charging power requirement; if no, proceed to step S6; Step S6: Determine whether the second terminal that shares the positive and negative parallel cabinet relays with the current first terminal is being charged; if it is being charged, the parallel cabinet relay cannot be used, the current charging state is maintained, and other charging modules are not called; if it is not being charged, proceed to step S7; Step S7: energize the corresponding positive and negative parallel cabinet relays, and determine whether there are other idle second charging modules in the second module cabinet. If there are, start the second charging module and assign it to the current first terminal to charge the electric vehicle; if not, proceed to step S8; Step S8: Determine whether there is a non-power guarantee module of a second terminal being charged in the second module cabinet whose priority is lower than that of the current first terminal; if so, call the second charging module and assign it to the current first terminal to meet the charging power requirement; if not, maintain the current charging state.

[0007] Preferably, each of the first switch control modules includes N first positive relays and N first negative relays, each of the second switch control modules includes N second positive relays and N second negative relays, each of the first charging modules is connected to the DC+ and DC- ports of the N first terminals in a one-to-one correspondence through the first positive relay and the first negative relay, and each of the second charging modules is connected to the DC+ and DC- ports of the N second terminals in a one-to-one correspondence through the second positive relay and the second negative relay.

[0008] Preferably, in step S2, when there are multiple idle first charging modules available in the first module cabinet, the idle time of each idle first charging module is determined, and the first charging module with the longest idle time is selected for activation.

[0009] Preferably, the step S2 specifically includes the following steps: Step S21: the charging controller monitors the number of idle first charging modules in the first module cabinet in real time; if there is no idle first charging module in the first module cabinet, the non-power guarantee module call logic is entered; Step S22: Filter out the first terminals that are in use and are not equipped with power guarantee modules from low to high according to the priority order of the first terminals; Step S23: determining whether the priority of the current first terminal is higher than the first terminal with the lowest priority selected; if so, sending an interrupt instruction to the first terminal with the lowest priority to disconnect it from the target first charging module; and assigning the target first charging module to the current first terminal; Step S24: if there is no releasable non-power guarantee module in the first module cabinet, detect whether the second terminal of the positive and negative parallel cabinet relays shared by the current first terminal is being charged; if it is being charged, keep the current charging state; if not, proceed to step S25; Step S25: energize the corresponding positive and negative parallel cabinet relays, and determine whether there are other idle second charging modules in the second module cabinet. If there are, start the second charging module and assign it to the current first terminal to charge the electric vehicle; if not, proceed to step S26; Step S26: According to the priority arrangement order of the second terminals, filter out the second terminals of the non-power guarantee module in use from low to high; determine whether the priority of the current first terminal is higher than the filtered out second terminal with the lowest priority. If so, send an interrupt command to the second terminal with the lowest priority to disconnect it from the target second charging module; and assign the target second charging module to the current first terminal; if not, maintain the current charging state.

[0010] Preferably, the priority arrangement of the first terminal and the second terminal in step S1 includes the following steps: Step S11: responding to charging requests from the first terminal and the second terminal, recording the request time and generating an initial priority queue, sorting by first-come, first-served principle; Step S12: dynamically adjusting the priority according to the real-time remaining battery power of the trams corresponding to each first terminal and the second terminal; Step S13: If the trams corresponding to the first terminal and the second terminal are marked as emergency vehicles, the priority is set to the highest level, regardless of the request time and power status.

[0011] The present invention provides a group control charging power distribution method, which has the following beneficial effects: by dividing the module cabinet into a first module cabinet and a second module cabinet, and making the corresponding first charging modules and second charging modules in the first module cabinet and the second module cabinet the same in number and each charging module is connected to a switch control module, and making the first terminal directly connected to each first switch control module in the first module cabinet, and the second terminal directly connected to each second switch control module in the second module cabinet; the first terminal and the second terminal share a set of cabinet relays, so that the first module cabinet and the second module cabinet are connected in parallel through the cabinet relay, so as to realize cross-cabinet power sharing, so that the charging module resources are allocated across cabinets, and the resource bottleneck when a single cabinet is fully loaded is solved. And the number of switch control modules is effectively reduced, and redundant modules are avoided in each terminal in the traditional system, thereby reducing the volume and cost of the group control charging system. And through the group control charging power distribution method, not only the efficient use of the charging module is realized, but also the charging demand of each terminal can be responded to in time, the overall charging efficiency is improved, and the problems of high cost and uneven power distribution of the existing group control charging system are optimized, and each charging module can be dynamically allocated, so as to effectively ensure that each charging module can be fully used. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the present invention or the technical solutions in the prior art, the drawings required for describing the prior art are briefly introduced below.

[0013] Figure 1 A schematic diagram of the structure of the present invention; Figure 2 Flow chart of the group-controlled charging power distribution method of the present invention. DETAILED DESCRIPTION

[0014] In order to make the purpose, technical solutions and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the present invention.

[0015] Embodiment 1, as Figure 1 As shown, a group control charging system includes a first module cabinet 1, a second module cabinet 2 and a charging controller 3. N first charging modules 4 and N first switch control modules 5 are arranged in the first module cabinet 1, and N second charging modules 6 and N second switch control modules 7 are arranged in the second module cabinet 2. N is a positive integer. Each first charging module 4 is connected to each first switch control module 5 in a one-to-one correspondence, and each second charging module 6 is connected to each second switch control module 7 in a one-to-one correspondence. Each first charging module 4 is connected to the DC+ and DC- ports of each first terminal 8, and each second charging module 6 is connected to the DC+ and DC- ports of each second terminal 9. The number of the first terminal 8 and the second terminal 9 is N. The DC+ and DC- ports of each first terminal 8 are also connected to the DC+ and DC- ports of each second terminal 9 through the positive pole cabinet relay and the negative pole cabinet relay respectively. The number of the positive pole cabinet relay and the negative pole cabinet relay is N. The charging controller 3 is connected to each first charging module 4 and the second charging module 6 through the CAN bus, and the charging controller 3 is connected to the first switch control module 5, the second switch control module 7, the positive pole cabinet relay and the negative pole cabinet relay; the charging controller 3 communicates with the first terminal 8 and the second terminal 9 through RS-485 or Ethernet.

[0016] Working principle: The present invention first divides the module cabinet into a first module cabinet 1 and a second module cabinet 2, and makes the corresponding first charging modules 4 and second charging modules 6 in the first module cabinet 1 and the second module cabinet 2 the same in number and each charging module is connected to a switch control module, and then numbers all the terminals, the odd-numbered terminals are the first terminals 8, the even-numbered terminals are the second terminals 9, and the first terminals 8 are directly connected to each first switch control module 5 in the first module cabinet 1, and the second terminals 9 are directly connected to each second switch control module 7 in the second module cabinet 2; the first terminals 8 and the second terminals 9 share a group of cabinet relays (a positive cabinet relay and a corresponding negative cabinet relay form a group of cabinet relays), so that the first module cabinet 1 and the second module cabinet 2 are connected in parallel through the cabinet relay, so as to realize cross-cabinet power sharing, so that the charging module resources are allocated across cabinets, and the resource bottleneck when a single cabinet is fully loaded is solved. Through this design, the number of switch control modules can be effectively reduced, and the traditional system can avoid the independent configuration of redundant modules for each terminal.

[0017] When the charging controller 3 receives the charging instruction, such as when one of the first terminals 8 has an electric vehicle to be charged, the first terminal 8 and the second terminal 9 are first prioritized, and the required power of the terminal with the higher priority is guaranteed first; then it is determined whether there is an idle first charging module 4 in the first module cabinet 1, if so, the first charging module 4 is enabled for charging; if not, the first module cabinet 1 with the lowest priority and lower than the priority of the current first terminal 8 and the non-power guarantee module can be called in the order of priority. If there is no non-power guarantee module that can be called in the first module cabinet 1, the charging controller 3 can be used to determine whether the second terminal 9 that shares a set of cabinet relays with the first terminal 8 is being charged, and if not, the charging controller 3 can be used to control the corresponding positive cabinet relay and negative cabinet relay to be attracted, and then the charging controller 3 can be used to determine whether there is an idle second charging module 6 in the second module cabinet 2, and if so, the second charging module 6 is enabled and allocated to the current first terminal 8 to charge the electric vehicle; if not, the second module cabinet 2 with the lowest priority and lower than the priority of the current first terminal 8 and the non-power guarantee module can be called in the order of priority. If there is no charging module available in the second module cabinet 2, the current charging state is maintained. Similarly, when a second terminal 9 has a tram that needs to be charged, it is also processed according to the above logic to ensure that charging resources are reasonably allocated and improve the overall operating efficiency of the system.

[0018] The above-mentioned group control charging system not only realizes the efficient use of charging modules, but also ensures that the charging needs of each terminal are responded to in a timely manner, improves the overall charging efficiency, optimizes the existing group control charging system's high cost and uneven power distribution, and also enables each charging module to be dynamically allocated, thereby effectively ensuring that each charging module can be fully utilized. By adding cabinet-connected relays, the size and cost of the group control charging system are reduced.

[0019] Embodiment 2, as a further solution of embodiment 1, each first switch control module 5 includes N first positive relays and N first negative relays, each second switch control module 7 includes N second positive relays and N second negative relays, each first charging module 4 is connected to the DC+ and DC- ports of the N first terminals 8 through the first positive relay and the first negative relay, and each second charging module 6 is connected to the DC+ and DC- ports of the N second terminals 9 through the second positive relay and the second negative relay. Through the coordinated switching of the one-to-one corresponding first positive relay and the first negative relay, and the one-to-one corresponding second positive relay and the second negative relay, the current on and off between each first charging module 4 and the second charging module 6 and each first terminal 8 and the second terminal 9 is effectively controlled. For example: when one of the first terminals 8-1# requests charging, the switch control module closes the contacts of the corresponding first positive relay-1# and the first negative relay-1#, so that the DC output of the first charging module 4-1# is connected to the charging circuit of the first terminal 8-1#. Through this precise relay control mechanism, not only current conflicts are avoided, but also efficient matching of the charging module and the terminal is ensured, further improving the stability and safety of the system.

[0020] Embodiment three, as Figure 2 As shown, the present invention also discloses a group control charging power distribution method based on the above group control charging system, comprising the following steps: Take the example that the first terminal 8 has an electric car that needs to be charged; Step S1: Prioritize each first terminal 8 and second terminal 9; when the first module cabinet responds to the charging request of the electric vehicle, it enters the charging preparation state; Step S2: Determine whether there is an idle first charging module 4 in the first module cabinet for use. If yes, enable the idle first charging module 4 and allocate it to the corresponding first terminal 8 for charging operation; if no, call the lowest priority and non-power guarantee module in order of priority; Step S3: During charging, it is determined whether the output power of the activated first charging module 4 is greater than the required power of the electric vehicle. If so, the calling status of the first charging module 4 remains unchanged; if not, the process proceeds to step S4; Step S4: determine whether there are other idle first charging modules 4 in the first module cabinet that can be used; if yes, start the idle first charging module 4 and allocate it to the corresponding first terminal 8 to charge the electric vehicle; if no, proceed to step S5; Step S5: Determine whether there is a non-power guarantee module in the first module cabinet that has a lower priority for the first terminal 8 being charged than the current first terminal 8; if yes, call the first charging module 4 with lower priority and allocate it to the current first terminal 8 to meet the charging power requirement; if no, proceed to step S6; Step S6: Determine whether the second terminal 9 sharing the positive and negative parallel cabinet relays with the current first terminal 8 is being charged; if it is being charged, the parallel cabinet relay cannot be used, the current charging state is maintained, and other charging modules are not called; if it is not being charged, proceed to step S7; Step S7: energize the corresponding positive and negative parallel cabinet relays, and determine whether there are other idle second charging modules 6 in the second module cabinet. If there are, start the second charging module 6 and assign it to the current first terminal 8 to charge the electric vehicle; if not, proceed to step S8; Step S8: Determine whether there is a non-power guarantee module of a second terminal 9 being charged in the second module cabinet whose priority is lower than that of the current first terminal 8; if so, call the second charging module 6 and assign it to the current first terminal 8 to meet the charging power requirement; if not, maintain the current charging state.

[0021] Specifically, in step S2, when there are multiple idle first charging modules 4 available in the first module cabinet, the idle time of each idle first charging module 4 is determined, and the first charging module 4 with a long idle time is selected for activation. By preferentially calling the charging modules with a long idle time, the balanced use of the charging modules can be ensured, thereby extending the service life of the entire charging system. Excessive use of the same charging module can be avoided, which may cause frequent damage to the charging module and affect the charging efficiency.

[0022] Specifically, step S2 includes the following steps: Step S21: the charging controller monitors the number of idle first charging modules 4 in the first module cabinet in real time; if there is no idle first charging module 4 in the first module cabinet, the non-power guarantee module call logic is entered; Step S22: According to the priority arrangement order of the first terminals 8, the first terminals 8 that are being used and are not power guarantee modules are screened out from low to high; For example, the first terminal 8-4# (with the lowest priority) is using the first charging module 4-4#, and the first charging module 4-4# is not marked as a "power guarantee module".

[0023] Step S23: determining whether the priority of the current first terminal 8 is higher than the first terminal 8 with the lowest priority selected; if so, sending an interrupt instruction to the first terminal 8 with the lowest priority to disconnect it from the target first charging module 4; and assigning the target first charging module 4 to the current first terminal 8; Step S24: if there is no releasable non-power guarantee module in the first module cabinet, then detect whether the second terminal 9 of the positive and negative parallel cabinet relays shared by the current first terminal 8 is being charged; if it is being charged, keep the current charging state; if it is not being charged, proceed to step S25; Step S25: energize the corresponding positive and negative parallel cabinet relays, and determine whether there are other idle second charging modules 6 in the second module cabinet. If there are, start the second charging module 6 and assign it to the current first terminal 8 to charge the electric vehicle; if not, proceed to step S26; Step S26: According to the priority arrangement order of the second terminals 9, the second terminals 9 of the non-power guarantee module being used are screened out from low to high; it is determined whether the priority of the current first terminal 8 is higher than the screened out second terminal 9 with the lowest priority. If so, an interrupt command is sent to the second terminal 9 with the lowest priority to disconnect it from the target second charging module 6; and the target second charging module 6 is assigned to the current first terminal 8; if not, the current charging state is maintained.

[0024] Therefore, the above-mentioned non-power guarantee module can be used for dynamic allocation, solving the problem of low resource utilization and inability to meet the needs of high-priority terminals in the group control charging system. Its calling principle is based on priority, combined with cross-cabinet collaboration and fault recovery strategies, which significantly improves the system's response speed and overall efficiency.

[0025] Specifically, the priority arrangement of the first terminal 8 and the second terminal 9 in step S1 includes the following steps: Step S11: Respond to the charging requests from the first terminal 8 and the second terminal 9, record the request time and generate an initial priority queue, sorting by first-come, first-served principle; by generating a timestamp for each charging request, arrange the priority queue in ascending order by timestamp; for example: terminal A requests charging at 8:00 and terminal B requests at 8:05, then terminal A has a higher priority.

[0026] Step S12: Based on step S11, the priority is dynamically adjusted according to the real-time remaining battery power of the trams corresponding to each first terminal 8 and second terminal 9; if the real-time remaining battery power is lower than a threshold value (such as 20%), the corresponding priority is temporarily increased; For example, if terminal C (SOC=15%) requests charging at 8:10, and terminal A (SOC=40%) requests charging at 8:00, terminal C will have a higher priority than terminal A to ensure that the terminal with lower battery power can be charged in time.

[0027] Step S13: If the trams corresponding to the first terminal 8 and the second terminal 9 are marked as emergency vehicles (such as fire trucks, ambulances, etc.), the priority is set to the highest level, regardless of the request time and power status. Emergency vehicles can obtain the highest priority through a preset identifier (such as RFID).

[0028] In addition, priority can be adjusted through user preset permissions, such as paying members or long-term users can enjoy higher priority; or terminals that have been booked in advance can have their priority increased during the booking period. Administrators can also set temporary priority adjustments based on specific scenarios, such as temporarily specifying the priority of a terminal, or in power grid dispatch or fault recovery scenarios, administrators can globally reset the priority queue.

[0029] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. 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 may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A group control charging power distribution method, characterized in that: A group control charging system is used, the system comprising a first module cabinet (1), a second module cabinet (2) and a charging controller (3), the first module cabinet (1) being provided with N first charging modules (4) and N first switch control modules (5), the second module cabinet (2) being provided with N second charging modules (6) and N second switch control modules (7), N being a positive integer, each of the first charging modules (4) being connected to each of the first switch control modules (5) in a one-to-one correspondence, each of the second charging modules (6) being connected to each of the second switch control modules (7) in a one-to-one correspondence, each of the first charging modules (4) being connected to a DC+ port and a DC- port of each of the first terminals (8), each of the second charging modules (6) being connected to a DC+ port and a DC- port of each of the second terminals (9), and the number of the first terminals (8) and the number of the second terminals (9) are both N; The DC+ and DC- ports of each first terminal (8) are also connected to the DC+ and DC- ports of each second terminal (9) in a one-to-one correspondence through a positive pole parallel cabinet relay and a negative pole parallel cabinet relay, respectively. The number of the positive pole parallel cabinet relay and the negative pole parallel cabinet relay is N. The charging controller (3) is connected to each first charging module (4) and the second charging module (6) through a CAN bus, and the charging controller (3) is connected to a first switch control module (5), a second switch control module (7), a positive pole parallel cabinet relay and a negative pole parallel cabinet relay; the charging controller (3) communicates with the first terminal (8) and the second terminal (9) through RS-485 or Ethernet; The group control charging power allocation method comprises the following steps: Step S1: Prioritizing each first terminal (8) and second terminal (9); when the first module cabinet responds to the charging request of the electric vehicle, it enters a charging preparation state; Step S2: determining whether there is an idle first charging module (4) available in the first module cabinet; if so, activating the idle first charging module (4) and allocating it to the corresponding first terminal (8) for charging; if not, calling the lowest priority and non-power guarantee module in order of priority; Step S3: during charging, it is determined whether the output power of the activated first charging module (4) is greater than the required power of the electric vehicle. If so, the calling status of the first charging module (4) remains unchanged; if not, the process proceeds to step S4; Step S4: determining whether there are other idle first charging modules (4) in the first module cabinet that can be used; if yes, starting the idle first charging module (4) and assigning it to the corresponding first terminal (8) to charge the electric vehicle; if no, proceeding to step S5; Step S5: determining whether there is a first terminal (8) being charged in the first module cabinet whose priority is lower than the non-power guarantee module of the current first terminal (8); if so, calling the first charging module (4) with the lower priority and assigning it to the current first terminal (8) to meet the charging power requirement; if not, proceeding to step S6; Step S6: determining whether the second terminal (9) sharing the positive and negative parallel cabinet relays with the current first terminal (8) is being charged; if it is being charged, the parallel cabinet relay cannot be used, the current charging state is maintained, and other charging modules are not called; if it is not being charged, proceeding to step S7; Step S7: energize the corresponding positive and negative parallel cabinet relays, and determine whether there are other idle second charging modules (6) in the second module cabinet that can be used. If there are, start the second charging module (6) and allocate it to the current first terminal (8) to charge the electric vehicle; if not, proceed to step S8; Step S8: determining whether there is a second terminal (9) being charged in the second module cabinet whose priority is lower than the non-power guarantee module of the current first terminal (8); if so, calling the second charging module (6) and assigning it to the current first terminal (8) to meet the charging power requirement; if not, maintaining the current charging state.

2. The group control charging power distribution method according to claim 1, characterized in that: Each of the first switch control modules (5) includes N first positive relays and N first negative relays, each of the second switch control modules (7) includes N second positive relays and N second negative relays, each of the first charging modules (4) is connected to the DC+ and DC- ports of the N first terminals (8) in a one-to-one correspondence via the first positive relay and the first negative relay, and each of the second charging modules (6) is connected to the DC+ and DC- ports of the N second terminals (9) in a one-to-one correspondence via the second positive relay and the second negative relay.

3. The group control charging power distribution method according to claim 1, characterized in that: In step S2, when there are multiple idle first charging modules (4) available for use in the first module cabinet, the idle time length of each idle first charging module (4) is determined, and the first charging module (4) with the longest idle time is selected for activation.

4. The group control charging power distribution method according to claim 1, characterized in that: The step S2 specifically includes the following steps: Step S21: the charging controller monitors the number of idle first charging modules (4) in the first module cabinet in real time; if there are no idle first charging modules (4) in the first module cabinet, the non-power guarantee module call logic is entered; Step S22: According to the priority arrangement order of the first terminals (8), the first terminals (8) that are not power guarantee modules in use are screened out from low to high; Step S23: determining whether the priority of the current first terminal (8) is higher than the first terminal (8) with the lowest priority selected; if so, sending an interrupt instruction to the first terminal (8) with the lowest priority to disconnect it from the target first charging module (4); and assigning the target first charging module (4) to the current first terminal (8); Step S24: if there is no releasable non-power guarantee module in the first module cabinet, then detect whether the second terminal (9) of the positive pole cabinet relay and the negative pole cabinet relay shared by the current first terminal (8) is being charged; if it is being charged, keep the current charging state; if it is not being charged, proceed to step S25; Step S25: energize the corresponding positive and negative parallel cabinet relays, and determine whether there are other idle second charging modules (6) in the second module cabinet that can be used. If there are, start the second charging module (6) and allocate it to the current first terminal (8) to charge the electric vehicle; if not, proceed to step S26; Step S26: According to the priority arrangement order of the second terminals (9), the second terminals (9) of the non-power guarantee module being used are screened out from low to high; it is determined whether the priority of the current first terminal (8) is higher than the screened out second terminal (9) with the lowest priority; if so, an interrupt instruction is sent to the second terminal (9) with the lowest priority to disconnect it from the target second charging module (6); and the target second charging module (6) is allocated to the current first terminal (8); if not, the current charging state is maintained.

5. The group control charging power distribution method according to claim 1, characterized in that: The priority arrangement of the first terminal (8) and the second terminal (9) in step S1 comprises the following steps: Step S11: responding to charging requests from the first terminal (8) and the second terminal (9), recording the request time and generating an initial priority queue, sorting them on a first-come, first-served basis; Step S12: dynamically adjusting the priority according to the real-time remaining battery power of the electric vehicles corresponding to each of the first terminal (8) and the second terminal (9); Step S13: If the trams corresponding to the first terminal (8) and the second terminal (9) are marked as emergency vehicles, the priority is set to the highest level, regardless of the request time and power status.

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