Charging station central management system, electric vehicle conduction charging and battery swap system and load distribution method of electric vehicle conduction charging and battery swap system

Abstract

The invention belongs to the technical field of electric vehicle charging, and particularly relates to a charging station central management system, an electric vehicle conduction charging and battery replacing system and a load distribution method of the electric vehicle conduction charging and battery replacing system. The method comprises the following steps: generating a charging configuration file based on a load prediction curve or power grid real-time capacity issued by a power grid dispatching center, receiving and analyzing the charging configuration file by an electric vehicle conduction charging and replacing system, and sending analyzed charging parameters of each time period to a battery management system connected with a vehicle for negotiation, the battery management system adjusts charging requirements according to the charging parameters of all the time periods; and the electric vehicle conduction charging and swapping system outputs energy according to the adjusted charging demand. The load of the electric vehicle conduction charging and battery swap system is dynamically distributed from the aspects of the power grid and the user, so that the load of the power grid is reduced, and meanwhile, the higher-quality charging service can be provided for the vehicle owner.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric vehicle charging, and in particular relates to a charging station central management system, an electric vehicle conductive charging and swapping system and a load distribution method thereof. Background Art

[0002] With the rapid development of new energy vehicles (NEVs), the number of NEVs has steadily increased, and the construction and operation of electric vehicle transmission charging and swapping systems for NEVs has also rapidly developed. The charging demand of NEVs is random. When a large number of NEVs are connected to the grid for charging simultaneously, the grid can be overwhelmed and cause fluctuations. Since the country's current electricity supply is still primarily based on thermal power, and due to the long start-up cycles of thermal power units, electricity is generated in batches weekly or monthly. The integration of a large number of NEVs can significantly impact grid scheduling and even cause periodic blackouts in some areas. Furthermore, high peak-time electricity prices have led to widespread complaints from users, sparking widespread public concern.

[0003] In order to solve the above problems, it is necessary to reasonably distribute the charging load of the electric vehicle conductive charging and swapping system to reduce the load pressure on the power grid. For example, Chinese patent application CN112550044B discloses a method, system, apparatus, device, and storage medium for adjusting charging station load. A local controller at a target charging station determines a current adjustment cost based on a pre-adjustment charging revenue forecast, a pre-adjustment charging cost forecast, a post-adjustment charging revenue forecast, and a charging cost forecast. The local controller determines an hourly forecast load for the target charging station within a preset time period, along with an adjustment amplitude and cost for the corresponding forecast load, based on preset factors influencing the required load of the charging piles. The hourly forecast load, adjustment amplitude, and cost are sent to a master charging station controller. The master charging station controller generates a total forecast load, a total adjustment amplitude, and a cost for the target charging station within the preset time period and sends them to a power grid dispatching center. The power grid dispatching center generates a target forecast load based on the total forecast load and the total adjustment amplitude, and then generates a current dispatching control instruction. The local controller determines a load adjustment strategy for the target charging station based on the current adjustment cost and the current dispatching control instruction, generates a dispatching instruction based on the load adjustment strategy, and sends the dispatching instruction to each charging pile in the charging station to adjust the load of each charging pile in the charging station to achieve orderly charging. This method is based on the control cost of the charging station and the load within the station, and focuses more on the usage of the charging station. It does not take into account the grid capacity and the user's perspective, which affects the user's charging experience and cannot effectively solve the problem of periodic overburdening of the grid caused by a large number of new energy vehicles connected to the grid. Summary of the Invention

[0004] The object of the present invention is to provide a central management system for a charging station, an electric vehicle conductive charging and swapping system, and a load distribution method thereof, so as to solve the problems that the charging experience of users is affected when the existing electric vehicle conductive charging and swapping system conducts load regulation, and the problem that the periodic burden on the power grid caused by the large-scale access of new energy vehicles to the power grid cannot be effectively solved.

[0005] The present invention provides a load distribution method for an electric vehicle conductive charging and swapping system to solve the above technical problems, including: generating a charging configuration file based on a load prediction curve issued by a power grid dispatching center or the real-time capacity of the power grid, and the charging configuration file includes: usage, type, and a charging schedule; wherein, the usage of the charging configuration file includes: permanently restricting charging parameters, temporarily restricting charging parameters, or defaultly executing charging parameters; the type of the charging configuration file includes the effective time and the repeated effective period of the charging configuration file; the charging schedule includes: charging parameter values, the effective time and the effective duration of the charging parameters; the electric vehicle conductive charging and swapping system receives and parses the charging configuration file, and sends the charging parameters of each period after parsing to the battery management system of the connected vehicle for negotiation, and the battery management system adjusts the charging demand according to the charging parameters of each period; the electric vehicle conductive charging and swapping system outputs energy according to the adjusted charging demand.

[0006] Further, the process of adjusting the charging demand is: if within the corresponding period, the charging parameters in the charging configuration file are greater than or equal to the original charging parameters of the battery management system, the charging demand follows the original charging parameters of the battery management system; if the charging parameters in the charging configuration file are less than the original charging parameters of the battery management system, the charging demand follows the charging parameters in the charging configuration file.

[0007] Further, if the electric vehicle conductive charging and swapping system is conducting a charging transaction when receiving the charging configuration file, it stops energy transmission, sends the charging parameters of each period to the battery management system of the connected vehicle, and the battery management system adjusts the charging demand according to the charging parameters of each period and then outputs energy according to the adjusted charging demand.

[0008] Further, the charging configuration file further includes the priority of the charging configuration file. If the electric vehicle conductive charging and swapping system receives a charging configuration file with a higher priority, it negotiates with the battery management system according to the charging configuration file with a higher priority, and the battery management system adjusts the charging demand according to the charging parameters of each period in the charging configuration file with a higher priority.

[0009] Further, the charging parameters include power and / or current.

[0010] The beneficial effects of the above technical solution are as follows: The present invention is an exploratory invention. Based on the load prediction curve issued by the power grid dispatching center or the real-time capacity of the power grid, a charging configuration file is generated. The configuration items in the charging configuration file include charging parameter limits, file effective time, repeated effective cycle, charging parameter values, charging parameter effective time, etc. The electric vehicle conductive charging and swapping system negotiates charging parameters with the BMS according to the charging parameters of each time period in the charging configuration file, and outputs energy according to the adjusted charging demand after negotiation. Standing from the perspectives of the power grid and users, the present invention effectively conducts dynamic power distribution to the maximum extent according to the real-time capacity of the power grid, while trying to meet the vehicle charging demand, reducing the burden on the power grid and providing better charging services for car owners. It solves the problems of power grid fluctuations caused by the access of a large number of new energy vehicles to the power grid or affecting the normal power consumption in some areas. And the implementation process is programmed, simple and easy to operate, and the result has high accuracy, which has important engineering significance for the intelligent dispatching of the power grid and user-friendly charging.

[0011] To solve the above technical problems, the present invention also provides an electric vehicle conductive charging and swapping system for communicating with the central management system of the charging station. The electric vehicle conductive charging and swapping system receives and parses the charging configuration file issued by the central management system of the charging station, and sends the charging parameters of each time period after parsing to the battery management system connected to the vehicle for negotiation. The battery management system adjusts the charging demand according to the charging parameters of each time period; the electric vehicle conductive charging and swapping system outputs energy according to the adjusted charging demand; the charging configuration file includes: purpose, type and charging schedule; among them, the purpose of the charging configuration file includes: permanently limiting charging parameters, temporarily limiting charging parameters or defaulting to execute charging parameters; the type of the charging configuration file includes the effective time of the charging configuration file and the repeated effective cycle; the charging schedule includes: charging parameter values, the effective moment and effective duration of the charging parameters.

[0012] Further, the process of adjusting the charging demand is as follows: If within the corresponding time period, the charging parameters in the charging configuration file are greater than or equal to the original charging parameters of the battery management system, the charging demand follows the original charging parameters of the battery management system; if the charging parameters in the charging configuration file are less than the original charging parameters of the battery management system, the charging demand follows the charging parameters in the charging configuration file.

[0013] Further, the charging configuration file also includes the priority of the charging configuration file. If the electric vehicle conductive charging and swapping system receives a charging configuration file with a higher priority, it negotiates with the battery management system according to the charging configuration file with a higher priority, and the battery management system adjusts the charging demand according to the charging parameters of each time period in the charging configuration file with a higher priority.

[0014] In order to solve the above technical problems, the present invention also provides a charging station central management system for communicating with an electric vehicle conductive charging and swapping system. The charging station central management system generates a charging profile based on the load forecast curve or real-time capacity of the power grid issued by the power grid dispatching center and issues it to the electric vehicle conductive charging and swapping system; the charging profile includes: purpose, type and charging schedule; wherein the purpose of the charging profile includes: permanent restriction of charging parameters, short-term restriction of charging parameters or default execution of charging parameters; the type of the charging profile includes the effective time and repeated effective period of the charging profile; the charging schedule includes: charging parameter value, effective time and effective duration of the charging parameter.

[0015] Furthermore, the charging profile also includes the priority of the charging profile, which is used to enable the electric vehicle conductive charging and swapping system to negotiate with the battery management system according to the charging profile with higher priority, and the battery management system adjusts the charging demand according to the charging parameters of each time period in the charging profile with higher priority.

[0016] The beneficial effects of the above technical solution are as follows: the present invention is a pioneering invention, which generates a charging configuration file based on the load forecast curve or real-time capacity of the power grid issued by the power grid dispatching center. The configuration items in the charging configuration file include charging parameter restrictions, file effective time, repeated effective period, charging parameter value and charging parameter effective time, etc. The electric vehicle conductive charging and swapping system negotiates the charging parameters with the BMS according to the charging parameters of each time period in the charging configuration file, and outputs energy according to the charging demand adjusted after negotiation. From the perspective of the power grid and the user, the present invention effectively and maximally distributes dynamic power according to the real-time capacity of the power grid, while trying its best to meet the charging needs of the vehicle, reducing the burden on the power grid while providing car owners with better charging services, solving the problem of power grid fluctuations or affecting normal power consumption in some areas due to the access of a large number of new energy vehicles to the power grid, and the implementation process is procedural, simple and easy to implement, and the results are highly accurate. It has important engineering significance for intelligent power grid dispatching and user-friendly charging. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a load distribution flow chart of the electric vehicle conductive charging and swapping system according to the method embodiment of the present invention; Figure 2 This is a schematic diagram of some configuration items of a charging configuration file according to an embodiment of the method of the present invention; Figure 3 This is a load distribution flow chart of the iEVQC33-180kW1000VCCS2 electric vehicle power supply equipment in an embodiment of the electric vehicle conductive charging and swapping system of the present invention; Figure 4It is the interaction message diagram between the charging fee control unit and DCCU31 in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention; Figure 5 It is the charging parameter message diagram sent between DCCU31 and the battery management system in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention; Figure 6 It is the interaction message diagram between PDCU31 and DCCU31 in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention; Figure 7 It is the real-time charging data displayed on the liquid crystal screen of the iEVQC33 - 180kW 1000V CCS2 electric vehicle power supply equipment at the first moment in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention; Figure 8 It is the real-time charging data displayed on the liquid crystal screen of the iEVQC33 - 180kW 1000V CCS2 electric vehicle power supply equipment at the second moment in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention; Figure 9 It is the real-time charging data displayed on the liquid crystal screen of the iEVQC33 - 180kW 1000V CCS2 electric vehicle power supply equipment at the third moment in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention; Figure 10 It is the real-time charging data displayed on the liquid crystal screen of the iEVQC33 - 180kW 1000V CCS2 electric vehicle power supply equipment at the fourth moment in the conduction charging and swapping system of electric vehicles according to the embodiment of the present invention. Specific embodiments

[0018] In order to make the purpose, technical solutions and advantages of the present invention clearer, the specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0019] The present invention dynamically distributes the load of the conduction charging and swapping system of electric vehicles from the perspectives of the power grid and users, and issues a charging configuration file to the conduction charging and swapping system of electric vehicles based on the load prediction curve or the real-time capacity of the power grid. After the conduction charging and swapping system of electric vehicles negotiates with the vehicle's BMS based on the charging configuration file, it outputs energy according to the negotiated parameters, reducing the burden on the power grid while providing better charging services for vehicle owners.

[0020] Method embodiments [[ID=DB00031]]A load distribution method for the conduction charging and swapping system of electric vehicles according to the present invention is as Figure 1 shown, and the specific process is as follows: 1. The central management system CSMS of the charging station generates a charging configuration file based on the load prediction curve or the real-time capacity of the power grid dispatched by the power grid dispatching center and issues it to the conduction charging and swapping system of electric vehicles.

[0021] The CSMS is a server that uses the TCP / IP protocol to interact with lower-level devices, achieving the monitoring and energy management of the conductive charging and swapping system for electric vehicles within the region. After collecting the local (within the region) load prediction curve and the real-time grid capacity, the CSMS generates a charging profile based on the load prediction curve or the real-time grid capacity and sends the charging profile to the conductive charging and swapping system for electric vehicles via the TCP / IP protocol. The load prediction curve can be a daily load prediction curve or a monthly load prediction curve.

[0022] The charging profile includes, but is not limited to: the ID of the charging profile, the purpose of the charging profile, the type of the charging profile, and the charging schedule of the charging profile. Among them: the purpose of the charging profile includes, but is not limited to: permanently restricting charging parameters, temporarily restricting charging parameters (temporarily restricting charging parameters means that the charging parameters are only valid during the charging transaction and will be deleted by the controller of the conductive charging and swapping system for electric vehicles after the transaction ends and will not be retained), or default executing charging parameters. The charging parameters include, but are not limited to: power and / or current. The type of the charging profile includes the effective time of the charging profile and the repeated effective cycle. The repeated effective cycle means that the charging profile takes effect repeatedly according to the set cycle. For example, it can take effect once a day, once a week, or once a month. The charging schedule of the charging profile includes: the value of the charging parameter, the effective time and the effective duration of the charging parameter; the value of the charging parameter includes a numerical value and a unit.

[0023] The charging profile also includes the priority of the charging profile. The priority of the charging profile can be specified by the ascending or descending order of Arabic numerals, or by the forward or reverse order of English letters (including upper and lower cases). If the conductive charging and swapping system for electric vehicles receives a charging profile with a higher priority, it will negotiate with the battery management system according to the charging profile with a higher priority. The battery management system adjusts the charging demand according to the charging parameters of each time period in the charging profile with a higher priority. The priority is related to the importance level or the creation time of the charging profile. The later the creation time or the higher the importance level, the higher the priority.

[0024] The CSMS can pre-develop the charging profiles for corresponding time periods according to the local load prediction curve and send them down.

[0025] The CSMS can also temporarily generate a charging profile according to the real-time capacity of the power grid and issue it. For example, assume the real-time capacity of the power grid in the following time periods is as follows: from 16:42:42 on November 16, 2024 to 16:43:42 on November 16, 2024, the available power is 4 kW; from 16:43:42 on November 16, 2024 to 16:44:42 on November 16, 2024, the available power is 7 kW; from 16:44:42 on November 16, 2024 to 16:47:02 on November 16, 2024, the available power is 6 kW; after 16:47:02 on November 16, 2024, the available power exceeds the maximum power consumption of the charging station. If an electric vehicle starts charging at this charging station at the beginning of this time period, the central management system of the charging station will generate a charging profile according to the available power in each time period. The ID of the corresponding charging profile is any non-negative integer. The priority of the charging profile can be determined according to the importance level. The purpose of the charging profile is Txprofile (short-term restricted charging parameters). The charging parameters of the charging profile are W. The effective duration of the charging schedule is: 16:47:02 minus 16:42:42 (the time period when the grid constraint power is less than the maximum power consumption of the charging station). The effective moment of the charging schedule is 16:42:42. The power constraint in each time period should be less than the grid available power in that time period.

[0026] As Figure 2 shown, the ID of the charging profile is 3, the priority is 0 (highest priority), the purpose is TxProfile, and the type is absolute (indicating that the start time of the first plan with charging parameter constraints in the charging schedule is calculated based on the effective moment of the charging schedule. For example, if the effective moment of the charging schedule is 16:42:42 on November 16, 2024, and the start time of the first plan with a current constraint of 6 A in the charging schedule is 0 s, then starting from the moment of 16:42:42 on November 16, 2024, the current constraint of the electric vehicle conduction charging and swapping system is limited to 6 A). The effective duration of the charging schedule is 260 s, the effective moment is 16:42:42 on November 16, 2024, and the unit of the charging parameter is A. Specifically, from 16:42:42 on November 16, 2024 to 16:43:42 on November 16, 2024, the charging current is limited to 6 A; from 16:43:42 on November 16, 2024 to 16:44:42 on November 16, 2024, the charging current is limited to 10 A; from 16:44:42 on November 16, 2024 to 16:47:02 on November 16, 2024, the charging current is limited to 8 A.

[0027] 2. The electric vehicle conduction charging and swapping system receives and parses the charging profile.

[0028] In one embodiment, an electric vehicle conductive charging and swapping system is provided with a TCU (Terminal Control Unit) and a charging master control system. The TCU is a device that conducts data interaction with the CSMS based on the TCP / IP protocol and can conduct data interaction with the charging master control system based on CAN communication. The charging master control system refers to a device that can implement functions such as charging, protection, sampling, power distribution, and can communicate with its upper-level device, lower-level device, and battery management system, and adjust the output capacity of the electric vehicle conductive charging and swapping system according to the communication content. The TCU receives the charging configuration file sent by the CSMS, parses the charging configuration file, and sends the parsed data to the charging master control system of the electric vehicle conductive charging and swapping system.

[0029] 3. The electric vehicle conductive charging and swapping system sends the parsed charging parameters for each time period to the battery management system of the connected vehicle for negotiation.

[0030] Specifically, the charging master control system of the electric vehicle conductive charging and swapping system receives the parsed data sent by the TCU, and sends the parsed charging parameters for each time period to the battery management system of the connected vehicle. If the demand of the electric vehicle exceeds the power limit of this area (charging station) during this time period, it will cause overload in a local area of the power grid. Considering the power grid fluctuation, the energy transmission should be stopped. After negotiating the charging parameters with the vehicle, it enters the energy transmission stage again. Therefore, if the electric vehicle conductive charging and swapping system is conducting a charging transaction when receiving the charging configuration file, the charging master control system in the electric vehicle conductive charging and swapping system stops the energy transmission, sends the charging parameters for each time period to the battery management system of the connected vehicle, conducts parameter re-negotiation with the battery management system, and then enters the energy transmission stage again, that is, the battery management system adjusts the charging demand according to the charging parameters for each time period and then outputs energy according to the adjusted charging demand. If there is no current charging transaction, the charging master control system can directly send the charging parameters for each time period to the battery management system.

[0031] 4. The battery management system adjusts the charging demand according to the charging parameters for each time period.

[0032] The battery management system re-adjusts its charging demand by combining the charging parameters of the vehicle battery and the charging parameters in the charging configuration file, and sends this charging demand back to the charging master control system. The process of adjusting the charging demand is as follows: if the charging parameters in the charging configuration file are greater than or equal to the original charging parameters of the battery management system during the corresponding time period, the charging demand follows the original charging parameters of the battery management system; if the charging parameters in the charging configuration file are less than the original charging parameters of the battery management system, the charging demand follows the charging parameters in the charging configuration file. The ways for the battery management system to send back the charging demand include but are not limited to: CAN communication or power line carrier communication, etc.

[0033] 5. The conductive charging and swapping system of an electric vehicle outputs energy according to the adjusted charging demand.

[0034] The charging master control system of the conductive charging and swapping system of an electric vehicle sends instructions to the charging module according to the adjusted charging demand transmitted back by the battery management system, and the charging module outputs energy according to the adjusted charging demand. Preferably, the charging module should be able to adjust its output current according to the charging demand at a rate not lower than the set current change rate. The set current change rate can be 20A / s.

[0035] Embodiment of the conductive charging and swapping system of an electric vehicle A conductive charging and swapping system of an electric vehicle according to the present invention communicates with the central management system of the charging station, controls the energy output of the conductive charging and swapping system of the electric vehicle according to the load distribution method of the conductive charging and swapping system of the electric vehicle described in the above method embodiment, and realizes the dynamic load distribution of the conductive charging and swapping system of the electric vehicle. The specific implementation process of this method has been described in detail in the method embodiment and will not be repeated here.

[0036] Embodiment of the central management system of the charging station A central management system of a charging station according to the present invention is used to communicate with the conductive charging and swapping system of an electric vehicle. The central management system of the charging station generates a charging configuration file based on the load prediction curve issued by the power grid dispatching center and the real-time capacity of the power grid and sends it to the conductive charging and swapping system of the electric vehicle; the charging configuration file includes: usage, type, and charging schedule; wherein, the usage of the charging configuration file includes: permanently restricting charging parameters, temporarily restricting charging parameters, or default executing charging parameters; the type of the charging configuration file includes the effective time and repeated effective cycle of the charging configuration file; the charging schedule includes: charging parameter values, the effective moment and effective duration of the charging parameters. The charging configuration file also includes the priority of the charging configuration file. The priority is used to enable the conductive charging and swapping system of the electric vehicle to negotiate with the battery management system according to the charging configuration file with a higher priority. The battery management system adjusts the charging demand according to the charging parameters of each time period in the charging configuration file with a higher priority. The priority of the charging configuration file can be specified by the ascending or descending order of Arabic numerals, or can be specified by the forward or reverse order of English letters (including upper and lower cases). If the conductive charging and swapping system of the electric vehicle receives a charging configuration file with a higher priority, it will negotiate with the battery management system according to the charging configuration file with a higher priority. The priority is related to the importance or creation time of the charging configuration file. The later the creation time or the higher the importance, the higher the priority.

[0037] The following takes the iEVQC33 - 180kW 1000V CCS2 electric vehicle power supply equipment as an example to illustrate the process of its dynamic load distribution.

[0038] The iEVQC33-180kW1000V CCS2 electric vehicle power supply equipment is a European standard electric vehicle conductive charging and swapping system enforced according to the IEC61851-1, IEC61851-23, IEC61851-21-2, and IEC61851-24 standards. The control system of this electric vehicle power supply equipment consists of a billing control unit, a charging master control unit DCCU31, and a power distribution unit PDCU31. The load distribution process of the iEVQC33-180kW1000V CCS2 electric vehicle power supply equipment is as Figure 3 shown and includes the following steps: S1: The CSMS generates a charging profile according to the load prediction curve and the real-time grid capacity and sends it to the billing control unit of the iEVQC33-180kW1000V CCS2 electric vehicle power supply equipment; S2: The billing control unit receives and parses the charging profile, parses the charging profile sent by the CSMS into a message for CAN communication, and sends the parsed content to the DCCU31; The interactive messages between the billing control unit and the DCCU31 include a charging parameter sending message and a charging parameter response message. As Figure 4 shown, 0x100fe08a means that the billing control unit sends a charging parameter sending message with a priority of 4 to the DCCU31, and the message content is: make the DCCU31 adjust the output power limit of the No. 1 charging gun to 3.9kW at 16:42:42, make the DCCU31 adjust the output power limit of the No. 1 charging gun to 6.6kW at 16:43:42, make the DCCU31 adjust the output power limit of the No. 1 charging gun to 5.2kW at 16:44:42, and make the DCCU31 adjust the output power limit of the No. 1 charging gun to 180kW at 16:47:02.

[0039] 0x10108ae0 means that the DCCU31 sends a charging parameter response message with a priority of 4 to the billing control unit, and the message content is: confirm to adjust the output power limit of the No. 1 charging gun to 3.9kW at 16:42:42, confirm to adjust the output power limit of the No. 1 charging gun to 6.6kW at 16:43:42, confirm to adjust the output power limit of the No. 1 charging gun to 5.2kW at 16:44:42, and confirm to adjust the output power limit of the No. 1 charging gun to 180kW at 16:47:02.

[0040] S3: The DCCU31 transfers the charging parameters of each time period in the charging profile to the battery management system of the electric vehicle; The DCCU31 generates a charging schedule based on the message sent by the charging control unit and sends a charging parameter exchange response message ChargeParameterDiscoveryRes to the battery management system. The content of the message is as follows: starting from the moment when this message is sent, the constrained power is 3.9 kW, and the duration is 16:43:42 minus the moment when the message is sent; at 16:43:42, the constrained power is 6.6 kW, and the duration is 60 s; at 16:44:42, the constrained power is 5.2 kW, and the duration is 140 s; at 16:47:02, the constrained power is 180 kW, and the duration is the remaining charging time in ChargeParameterDiscoveryReq (the charging parameter exchange request message sent by the battery management system to the DCCU31).

[0041] S4: The battery management system adjusts the charging demand according to the charging parameters; The battery management system re-adjusts its charging demand by combining the charging parameters of the battery and the charging parameters in the charging profile, and sends this demand back to the DCCU31. The battery management system can adjust the real charging demand by combining the current power constraint and its own charging demand. If the power constraint < charging demand, then the demand sent by the battery management system is the value specified by the power constraint; if the charging demand < power constraint, then the demand sent by the battery management system is its own charging demand.

[0042] As Figure 5 shown, CurrentDemandReq refers to the current demand message sent by the battery management system to the DCCU31. The content of the message is as follows: at 16:43:08, the charging voltage demand is 500 V and the charging current demand is 6 A; at 16:43:42, the charging voltage demand is 500 V and the charging current demand is 10 A; at 16:44:42, the charging voltage demand is 500 V and the charging current demand is 8 A; at 16:47:02, the charging voltage demand is 500 V and the charging current demand is 10 A.

[0043] S5: The DCCU31 receives the charging demand sent by the battery management system, and sends the charging demand to the PDCU31. The PDCU31 issues an instruction to the charging module according to the charging demand, and the charging module adjusts the output charging parameters according to the instruction to perform energy output.

[0044] As Figure 6As shown, 0x18011030 refers to the charging parameter transmission message with a priority of 6 sent by DCCU31 to PDCU31. The message content is: adjust the output current of the charging module to 6A at 16:42:42, adjust the output current of the charging module to 10A at 16:43:42, adjust the output current of the charging module to 8A at 16:44:42, and adjust the output current of the charging module to 10A at 16:47:02. 0x18023010 refers to the charging parameter transmission message with a priority of 6 sent by PDCU31 to DCCU31. The message content is: the charging module outputs a current of 6A at 16:42:42, the charging module outputs a current of 10A at 16:43:42, the charging module outputs a current of 8A at 16:44:42, and the charging module outputs a current of 10A at 16:47:02.

[0045] Due to the errors in the output voltage and output current of the electric vehicle power supply equipment during the energy transfer stage (meeting the output voltage and output current error tolerances in the corresponding standards) and the deviations in the sampling of the output voltage and output current (meeting the measurement errors of the output voltage and output current in the standards), the output voltage and output current of the electric vehicle power supply equipment may not be exactly the same as the charging requirements sent by the battery management system. For example, as Figure 5 shown, CurrentDemandRes refers to the charging demand response message sent by DCCU31 to the battery management system. The message content is: adjust the output voltage to 499.3V and the output current to 5.27A at 16:43:08; adjust the output voltage to 499.8V and the output current to 9.83A at 16:43:42; adjust the output voltage to 499.5V and the output current to 7.79A at 16:44:42; adjust the output voltage to 499.3V and the output current to 9.68A at 16:47:02.

[0046] As Figure 7 、 Figure 8 、 Figure 9 and Figure 10 shown, the iEVQC33-180kW 1000V CCS2 electric vehicle power supply equipment outputs a voltage of 499.3V and a current of 5.27A at 16:43 on November 16, 2024; outputs a voltage of 499.8V and a current of 9.83A at 16:44 on November 16, 2024, outputs a voltage of 499.5V and a current of 7.79A at 16:45 on November 16, 2024, and outputs a voltage of 499.3V and a current of 9.68A at 16:50 on November 16, 2024.

Claims

1. A load distribution method for a conductive charging and swapping system of an electric vehicle, characterized in that, Including: Generate a charging configuration file based on the load prediction curve issued by the power grid dispatching center or the real-time capacity of the power grid. The charging configuration file includes: usage, type, and a charging schedule. Among them, the usage of the charging configuration file includes: permanently restricting charging parameters, temporarily restricting charging parameters, or defaulting to execute charging parameters; the type of the charging configuration file includes the effective time and the repeated effective period of the charging configuration file; the charging schedule includes: charging parameter values, the effective moment of the charging parameters, and the effective duration. The electric vehicle conductive charging and swapping system receives and parses the charging configuration file, and sends the charging parameters of each period after parsing to the battery management system connected to the vehicle for negotiation. The battery management system adjusts the charging demand according to the charging parameters of each period. The electric vehicle conductive charging and swapping system outputs energy according to the adjusted charging demand.

2. The load distribution method for the electric vehicle conduction charging and swapping system according to claim 1, wherein The process of adjusting the charging demand is as follows: If within the corresponding period, the charging parameters in the charging configuration file are greater than or equal to the original charging parameters of the battery management system, the charging demand follows the original charging parameters of the battery management system. If the charging parameters in the charging configuration file are less than the original charging parameters of the battery management system, the charging demand follows the charging parameters in the charging configuration file.

3. The load distribution method for the electric vehicle conduction charging and swapping system according to claim 1 or 2, characterized in that, If the electric vehicle conductive charging and swapping system is conducting a charging transaction when receiving the charging configuration file, it stops energy transmission, sends the charging parameters of each period to the battery management system connected to the vehicle, and the battery management system adjusts the charging demand according to the charging parameters of each period and then outputs energy according to the adjusted charging demand.

4. The load distribution method for the electric vehicle conduction charging and swapping system according to claim 1 or 2, characterized in that The charging configuration file also includes the priority of the charging configuration file. If the electric vehicle conductive charging and swapping system receives a charging configuration file with a higher priority, it negotiates with the battery management system according to the charging configuration file with a higher priority, and the battery management system adjusts the charging demand according to the charging parameters of each period in the charging configuration file with a higher priority.

5. The load distribution method of the electric vehicle conduction charging and swapping system according to claim 1, wherein The said charging parameters include power and / or current.

6. An electric vehicle conductive charging and swapping system for communicating with a central management system of a charging station, characterized in that, The electric vehicle conductive charging and swapping system receives and parses the charging configuration file issued by the central management system of the charging station, and sends the charging parameters of each period after parsing to the battery management system connected to the vehicle for negotiation. The battery management system adjusts the charging demand according to the charging parameters of each period. The electric vehicle conductive charging and swapping system outputs energy according to the adjusted charging demand. The charging configuration file includes: usage, type, and a charging schedule. Among them, the usage of the charging configuration file includes: permanently restricting charging parameters, temporarily restricting charging parameters, or defaulting to execute charging parameters; the type of the charging configuration file includes the effective time and the repeated effective period of the charging configuration file; the charging schedule includes: charging parameter values, the effective moment of the charging parameters, and the effective duration.

7. The electric vehicle conduction charging and swapping system according to claim 6, characterized in that The process of adjusting the charging demand is as follows: If within the corresponding period, the charging parameters in the charging configuration file are greater than or equal to the original charging parameters of the battery management system, the charging demand follows the original charging parameters of the battery management system. If the charging parameters in the charging configuration file are less than the original charging parameters of the battery management system, the charging demand follows the charging parameters in the charging configuration file.

8. The electric vehicle conductive charging and swapping system according to claim 6 or 7, characterized in that, The charging profile also includes the priority of the charging profile. If the electric vehicle conductive charging and swapping system receives a charging profile with a higher priority, it negotiates with the battery management system according to the charging profile with a higher priority, and the battery management system adjusts the charging demand according to the charging parameters of each period in the charging profile with a higher priority.

9. A central management system for a charging station, which is used to communicate with an electric vehicle conductive charging and swapping system, is characterized in that The central management system of the charging station generates a charging profile based on the load prediction curve issued by the power grid dispatching center or the real-time capacity of the power grid and issues it to the electric vehicle conductive charging and swapping system; The charging profile includes: usage, type, and charging schedule; among them, the usage of the charging profile includes: permanently limiting charging parameters, temporarily limiting charging parameters, or defaulting to execute charging parameters; the type of the charging profile includes the effective time and repeated effective cycle of the charging profile; the charging schedule includes: charging parameter values, the effective time and effective duration of the charging parameters.

10. The central management system of the charging station according to claim 9, characterized in that, The charging profile also includes the priority of the charging profile, and the priority is used to enable the electric vehicle conductive charging and swapping system to negotiate with the battery management system according to the charging profile with a higher priority, and the battery management system adjusts the charging demand according to the charging parameters of each period in the charging profile with a higher priority.

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