Charging double-direct-current bus power dispatching system and method

Abstract

The invention relates to a charging double-direct-current bus power dispatching system and method, and relates to the technical field of electric vehicle network access, and the system comprises a double-inverter cabinet, a double-direct-current bus and a plurality of charging terminals. Each inverter cabinet is electrically connected with the power grid and is used for converting alternating current of the power grid into direct current based on the charging requirement of the electric vehicle, or converting the direct current into alternating current based on the power utilization requirement of the power grid; each direct current bus is electrically connected with the corresponding inverter cabinet and is used for transmitting direct current output by the corresponding inverter cabinet; each charging terminal is electrically connected with the two direct-current buses and the electric vehicle, is in communication connection with the two inverter cabinets, and is used for obtaining the charging demand of the electric vehicle, sending the charging demand to each inverter cabinet, and performing direct-current discharging on the electric vehicle under the condition that any inverter cabinet meets the charging demand, or performing direct-current discharging on the electric vehicle under the condition that any inverter cabinet meets the charging demand. And in response to the power utilization demand sent by at least one inverter cabinet, direct-current discharging is performed on the direct-current bus corresponding to the inverter cabinet, so that the cost of circuit rearrangement can be reduced.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicle grid access, and in particular to a charging dual DC bus power dispatching system and method. Background Art

[0002] In recent years, the number of new energy vehicles (NEVs) has continued to grow. However, the development of this industry has also highlighted the difficulty in aligning charging infrastructure with the industry's needs. In areas with severe power capacity shortages, meeting the power demands of NEVs requires large-scale cable re-laying and transformer replacement to increase power transmission capacity. However, this method of increasing transmission power is prohibitively expensive. Summary of the Invention

[0003] Based on this, it is necessary to provide a charging dual DC bus power scheduling system and method, a control device and a computer device that can reduce costs in order to address the above technical problems.

[0004] In a first aspect, the present application provides a charging dual DC bus power dispatching system, comprising:

[0005] A dual inverter cabinet, comprising two inverter cabinets with identical structures and functions, each of which is electrically connected to a power grid and, based on the charging needs of electric vehicles, converts the AC power of the power grid into DC power to charge the electric vehicles, or, based on the power demand of the power grid, converts the DC power into AC power to discharge the power to the power grid;

[0006] Dual DC busbars, each DC busbar being electrically connected to a corresponding inverter cabinet and configured to transmit DC power output by the corresponding inverter cabinet;

[0007] Multiple charging terminals, one end of each charging terminal is electrically connected to the two DC bus bars respectively, the other end is electrically connected to the electric vehicle, and is communicatively connected to the two inverter cabinets, for obtaining the charging demand of the electric vehicle and sending it to each inverter cabinet. When any inverter cabinet meets the charging demand, DC discharge is performed to the electric vehicle according to the discharge power corresponding to the charging demand, or, in response to the power demand sent by at least one inverter cabinet, DC discharge is performed to the DC bus bar corresponding to the inverter cabinet according to the discharge power corresponding to the power demand.

[0008] In one embodiment, the inverter cabinet includes:

[0009] a bidirectional AC-DC module, one end of which is electrically connected to the power grid, and the other end of which is electrically connected to the DC bus corresponding to the inverter cabinet, for converting the AC power of the power grid into DC power, or converting the DC power of the electric vehicle into AC power;

[0010] a main power line carrier communication module, the main power line carrier communication module being electrically connected to the DC bus corresponding to the inverter cabinet and being communicatively connected to each of the charging terminals, and being configured to receive the charging demand sent by each of the charging terminals, or receive the power demand of the power grid;

[0011] A main charge and discharge management module, wherein the main charge and discharge management module is respectively communicatively connected to the bidirectional AC-DC conversion module and the main power line carrier communication module, and is used to receive the charging demand and control the discharge power of the bidirectional AC-DC conversion module based on the charging demand, or receive the power demand and send the power demand to each of the charging terminals.

[0012] In one embodiment, the main charge and discharge management module includes:

[0013] A main 5G wireless communication unit, wherein the main 5G wireless communication unit is respectively connected to each of the charging terminals by wireless communication, and is used to receive emergency information from the charging terminal and the power demand of the power grid, and receive the charging demand sent by each of the charging terminals in the event of a failure of the main power line carrier communication module.

[0014] In one embodiment, the inverter cabinet further includes:

[0015] A first DC contactor, wherein the bidirectional AC-DC module is electrically connected to the DC bus corresponding to the inverter cabinet through the first DC contactor, and is communicatively connected to the charge and discharge management module, and is used to control the on and off between the DC bus and the bidirectional AC-DC module in response to a control instruction initiated by the charge and discharge management module.

[0016] In one embodiment, the charging terminal includes:

[0017] a bidirectional DC-DC module, one end of which is electrically connected to the two DC bus bars, the other end of which is electrically connected to the electric vehicle, and is in communication with the electric vehicle, and is configured to convert the DC power transmitted by the DC bus bars into DC power adapted to the charging demand, or to convert the DC power output by the electric vehicle into DC power adapted to the power demand;

[0018] a slave power line carrier communication module, the slave power line carrier communication module being electrically connected to the two DC bus bars respectively and being communicatively connected to the master power line carrier communication module of each inverter cabinet, and being configured to send the charging demand to each master power line carrier communication module or receive the power demand;

[0019] A slave charge and discharge control module is communicatively connected to the slave power line carrier communication module and the bidirectional DC-DC conversion module, respectively, for receiving the charging demand or the power demand, controlling the discharge power of the bidirectional DC-DC conversion module to the electric vehicle, or controlling the discharge power of the bidirectional DC-DC conversion module to the DC bus.

[0020] In one embodiment, the slave charge and discharge control module includes:

[0021] The slave 5G wireless communication unit is respectively connected to each of the inverter cabinets for communication, and is used to send the emergency information of the charging terminal to each of the inverter cabinets, and in the event of a failure of the main power line carrier communication module, send the charging demand to each of the inverter cabinets, or receive the power demand.

[0022] In one embodiment, the charging terminal further includes:

[0023] A second DC contactor, the first DC bus, the second DC contactor is electrically connected to the bidirectional DC-DC converter module, and the second DC contactor is communicatively connected to the slave charge and discharge control module, and is used to control the on / off between the first DC bus and the bidirectional DC-DC converter module in response to a control instruction of the slave charge and discharge control module;

[0024] A third DC contactor, the second DC bus, the third DC contactor is electrically connected to the bidirectional DC-DC converter module, and the third DC contactor is communicatively connected to the slave charge and discharge control module, and is used to control the on / off between the second DC bus and the bidirectional DC-DC converter module in response to a control instruction from the slave charge and discharge control module;

[0025] A fourth DC contactor, through which the bidirectional DC-DC converter module is electrically connected to the electric vehicle, and the fourth DC contactor is communicatively connected to the slave charge and discharge control module, is configured to control the connection and disconnection between the bidirectional DC-DC converter module and the electric vehicle in response to control instructions from the slave charge and discharge control module.

[0026] In one embodiment, the charging terminal further includes:

[0027] an auxiliary power supply, wherein a first end of the auxiliary power supply is electrically connected to the bidirectional DC-DC converter module and the third DC contactor, respectively, a second end of the auxiliary power supply is electrically connected to the second DC contactor and the first DC bus, respectively, and a third end of the auxiliary power supply is electrically connected to the electric vehicle, for performing auxiliary discharging when discharging to the grid, or performing auxiliary charging when charging the electric vehicle;

[0028] a fifth DC contactor, one end of the fifth DC contactor being electrically connected to the second end of the auxiliary power supply, the other end of the fifth DC contactor being electrically connected to the second DC contactor and the first DC bus, respectively, and the fifth DC contactor being communicatively connected to the slave charge and discharge control module, and configured to control the on / off connection between the auxiliary power supply and the first DC bus in response to a control instruction initiated by the slave charge and discharge control module;

[0029] A relay, wherein the third end of the auxiliary power supply is electrically connected to the electric vehicle through the relay, and the relay is communicatively connected to the slave charge and discharge control module, and is used to control the on and off between the auxiliary power supply and the electric vehicle in response to a control instruction initiated by the slave charge and discharge control module.

[0030] In a second aspect, the present application provides a charging dual DC bus power scheduling method, which is applied to a charging terminal included in the charging dual DC bus power scheduling system described in any of the above embodiments, including:

[0031] When an electric vehicle is connected, obtaining initial battery parameters of the electric vehicle and generating charging requirements based on the initial battery parameters;

[0032] Sending the charging demand to any inverter cabinet;

[0033] When any of the inverter cabinets meets the charging demand, direct current is discharged to the electric vehicle according to the discharge power corresponding to the charging demand.

[0034] In one embodiment, the method further comprises:

[0035] When any of the inverter cabinets does not meet the charging demand, sending the charging demand to another inverter cabinet;

[0036] If both inverter cabinets fail to meet the charging requirement, the state of waiting for charging is switched;

[0037] In a case where the waiting charging state maintenance time satisfies the preset time period, the step of sending the charging request to any inverter cabinet is returned to until any inverter cabinet meets the charging request.

[0038] In a third aspect, the present application provides a charging dual DC bus power dispatching device, comprising:

[0039] A parameter acquisition module is used to acquire the initial battery parameters of the electric vehicle when the electric vehicle is connected, and generate a charging demand based on the initial battery parameters;

[0040] A demand sending module, used to send the charging demand to any inverter cabinet;

[0041] The power control module is used to perform direct current discharge to the electric vehicle according to the discharge power corresponding to the charging demand when any of the inverter cabinets meets the charging demand.

[0042] In a fourth aspect, the present application provides a computer device, comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0043] When an electric vehicle is connected, obtaining initial battery parameters of the electric vehicle and generating charging requirements based on the initial battery parameters;

[0044] Sending the charging demand to any inverter cabinet;

[0045] When any of the inverter cabinets meets the charging demand, direct current is discharged to the electric vehicle according to the discharge power corresponding to the charging demand.

[0046] The above-mentioned charging dual DC bus power dispatching system and method, control device and computer equipment include a dual inverter cabinet, a dual DC bus and multiple charging terminals; wherein the dual inverter cabinet includes two inverter cabinets with the same structure and function, each inverter cabinet is electrically connected to the power grid, and is used to convert the AC power of the power grid into DC power to charge the electric vehicle based on the charging needs of the electric vehicle, or convert DC power into AC power to discharge it to the power grid based on the power demand of the power grid; each DC bus is electrically connected to the corresponding inverter cabinet, and is used to transmit the DC power output by the corresponding inverter cabinet; on the original circuit architecture of the power grid, a dual DC bus architecture and dual inverter cabinets are set up to increase the cable capacity, and the independent dual DC bus ensures the safety of the output and input of the charging terminal, and improves the overall input power of the system. One end of each charging terminal is electrically connected to two DC busbars, and the other end is electrically connected to the electric vehicle. The terminal is also in communication with two inverter cabinets, and is used to obtain the charging requirements of the electric vehicle and send them to each inverter cabinet. If any inverter cabinet meets the charging requirements, the terminal discharges DC power to the electric vehicle according to the discharge power corresponding to the charging requirements. Alternatively, in response to the power demand sent by at least one inverter cabinet, the terminal discharges DC power to the DC busbar corresponding to the inverter cabinet according to the discharge power corresponding to the power demand. Switching between the two inverter cabinets based on the charging requirements of the electric vehicle improves the flexibility of charging resource allocation. In summary, without large-scale cable re-laying or transformer replacement, this system efficiently utilizes electricity through dual DC bus power scheduling, improves the cable power transmission capacity, reduces the overall power demand of the charging terminal, reduces dependence on grid transformation, realizes AC-to-DC power supply, increases cable power output, and meets the capacity expansion needs of electric vehicles in areas with severe power capacity shortages with low-cost transformation. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0048] Figure 1 This is a schematic structural diagram of a charging dual DC bus power dispatching system in one embodiment;

[0049] Figure 2 A schematic structural diagram of a charging dual DC bus power dispatching system in another embodiment;

[0050] Figure 3 Schematic diagram of a flow chart of a charging dual DC bus power scheduling method in one embodiment;

[0051] Figure 4 This is a structural block diagram of a charging dual DC bus power dispatching device in one embodiment;

[0052] Figure 5 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0053] To facilitate understanding of the present application, the present application will be described more fully below with reference to the accompanying drawings. The accompanying drawings provide embodiments of the present application. However, the present application may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to make the disclosure of the present application more thorough and comprehensive.

[0054] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application pertains. The terms used herein in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application.

[0055] It will be understood that the terms "first," "second," etc. used herein may be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish a first element from another element.

[0056] It should be noted that when an element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intervening element. In addition, the "connection" in the following embodiments should be understood as "electrical connection", "communication connection", etc., if there is transmission of electrical signals or data between the connected objects.

[0057] When used herein, the singular forms "a", "an", and "the" may also include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "include / comprise" or "have" and the like specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

[0058] As mentioned in the background, existing methods for increasing transmission power suffer from excessive costs. The inventors have discovered that this problem stems from the recent growth in the number of new energy vehicles in the market. However, this booming new energy vehicle industry presents numerous challenges to the development of charging infrastructure.

[0059] Transmission line upgrades in older residential communities are difficult: Older communities were built earlier, and their power lines are designed to lower standards, making them unable to handle the large number of new energy vehicle charging loads. Transmission line upgrades in older communities not only involve complex construction processes such as re-laying cables and replacing transformers, but also face challenges such as limited space and difficulty coordinating with residents. This slows down the progress of renovations and prevents them from meeting the charging needs of new energy vehicles within the communities. Delayed deployment of charging equipment in rural areas: With the expansion of charging equipment into rural areas, the weak infrastructure of rural power grids has become increasingly prominent. Rural areas are vast, with sparsely distributed power lines, and some remote areas even face unstable power supply. Installing charging stations in these areas requires significant investment in line laying and upgrading. Furthermore, due to the scattered distribution of rural users, the utilization rate of charging stations is relatively low, further complicating the deployment of charging equipment in rural areas. Transformers are located far from centralized parking and charging locations, resulting in long cable runs and high distribution costs. Transmission line upgrades and capacity expansion are difficult: The already widespread deployment of 7kW AC charging stations uses AC input, making upgrading these stations difficult, costly, and ineffective, leading to wasted investment. In areas where power capacity is severely insufficient, it is difficult to expand the capacity of charging piles through low-cost transformation to meet the growing charging needs of new energy vehicles.

[0060] Based on the above reasons, the present invention provides a charging dual DC bus power dispatching system, which aims to improve the transmission power while reducing the line transformation cost.

[0061] In one embodiment, Figure 1 As shown, a charging dual DC bus power dispatching system 10 is provided, comprising a dual inverter cabinet 11, a dual DC bus 12 and a plurality of charging terminals 13;

[0062] The dual inverter cabinet 11 includes two inverter cabinets 111 and 112 with the same structure and function. The inverter cabinet 111 and the inverter cabinet 112 are respectively electrically connected to the power grid, and are used to convert the AC power of the power grid into DC power to charge the electric vehicle based on the charging demand of the electric vehicle, or convert the DC power into AC power to discharge the power grid based on the power demand of the power grid; the DC bus 121 is electrically connected to the corresponding inverter cabinet 111, and the DC bus 122 is electrically connected to the corresponding inverter cabinet 112, and is used to transmit the DC power output by the corresponding inverter cabinet 111 or the inverter cabinet 112; one end of each charging terminal 13 is connected to the two DC bus 111 respectively. 2, and the other end is electrically connected to the electric vehicle and is communicatively connected to the two inverter cabinets 111 and the inverter cabinet 112, so as to obtain the charging demand of the electric vehicle and send it to each inverter cabinet 111 or the inverter cabinet 112. When any inverter cabinet 111 or the inverter cabinet 112 meets the charging demand, the inverter cabinet 111 performs DC discharge to the electric vehicle according to the discharge power corresponding to the charging demand; or, in response to the power demand sent by at least one inverter cabinet 111 or the inverter cabinet 112, the inverter cabinet 111 or the inverter cabinet 112 performs DC discharge to the DC bus 121 or the DC bus 122 corresponding to the inverter cabinet 111 or the inverter cabinet 112 according to the discharge power corresponding to the power demand.

[0063] It should be noted that the charging requirements of an electric vehicle may include its charging parameters and electric vehicle parameters. Charging parameters include charging voltage, charging current, and charging power, while electric vehicle parameters include the electric vehicle battery's State of Charge (SOC), the rated capacity of the electric vehicle battery, the allowable discharge voltage, current, and power of the electric vehicle battery, the allowable charge and discharge SOC range of the electric vehicle battery, and the number of charge and discharge cycles allowed per day. The power demand of the power grid may be the relevant discharge parameters that the grid requires electric vehicles to feed into the grid, such as discharge power, discharge voltage, discharge current, and discharge time period. The inability of inverter cabinet 11 to meet the charging requirements of its connected electric vehicle may indicate that the power currently available from inverter cabinet 11 is lower than the required charging power of the electric vehicle.

[0064] It is understandable that each inverter cabinet 11 is electrically connected to a DC bus 12 in a one-to-one correspondence. The dual inverter cabinets 11 can achieve bidirectional conversion between DC and AC, thereby converting the AC power of the power grid into DC power, and converting the DC power output by the electric vehicle from the charging terminal 13 into AC power, thereby achieving bidirectional interaction between the electric vehicle and the power grid, which is beneficial to the load regulation of the power grid. The configuration of the dual inverter cabinets 11 and dual DC bus 12 architecture can provide redundant options for the charging terminal 13 based on the original power grid line architecture, simply by setting up the dual inverter cabinets 11 and dual bus architecture. When the output power of one inverter cabinet cannot meet the charging needs of the electric vehicle, another inverter cabinet can be selected, thereby improving the overall input and output power of the system. There is no need to re-lay the cables of the original power grid line or replace the transformer, thereby further reducing the cost of circuit reconstruction.

[0065] In the above-mentioned charging dual DC bus 12 power dispatching system, the system includes a dual inverter cabinet 11, a dual DC bus 12 and a plurality of charging terminals 13; wherein, the dual inverter cabinet 11 includes two inverter cabinets 111 or inverter cabinets 112 with the same structure and function, and each inverter cabinet is electrically connected to the power grid, and is used to convert the AC power of the power grid into DC power to charge the electric vehicle based on the charging demand of the electric vehicle, or convert the DC power into AC power to discharge to the power grid based on the power demand of the power grid; each DC bus 121 or DC bus 122 is electrically connected to the corresponding inverter cabinet 111 or inverter cabinet 112, and is used to transmit the DC power output by the corresponding inverter 111 or inverter cabinet 112; on the original circuit architecture of the power grid, a dual DC bus 12 architecture and a dual inverter cabinet 11 are set to increase the cable capacity, and the independent dual DC bus 12 ensures the safety of the input and output of the charging terminal 13, thereby improving the overall input power of the system. One end of each charging terminal 13 is electrically connected to the DC bus 121 and the DC bus 122 respectively, and the other end is electrically connected to the electric vehicle and is communicatively connected to the inverter cabinet 111 and the inverter cabinet 112. The charging terminal 13 is used to obtain the charging demand of the electric vehicle and send it to the inverter cabinet 111 and the inverter cabinet 112. When the inverter cabinet 111 or the inverter cabinet 112 meets the charging demand, the charging terminal 13 performs DC discharge to the electric vehicle according to the discharge power corresponding to the charging demand, or, in response to the power demand sent by at least one inverter cabinet 111 or the inverter cabinet 112, performs DC discharge to the DC bus corresponding to the inverter cabinet according to the discharge power corresponding to the power demand; switching between the two inverter cabinets based on the charging demand of the electric vehicle improves the flexibility of charging resource allocation. In summary, without the need for large-scale cable re-laying or transformer replacement, this system efficiently utilizes electricity through power scheduling of the dual DC bus 12, thereby improving the power transmission capacity of the cable, reducing the overall power demand of the charging terminal 13, and reducing dependence on grid transformation. It realizes AC-to-DC power supply, increases cable power output, and meets the capacity expansion needs of electric vehicles in areas with severe power capacity shortages through low-cost transformation.

[0066] In one embodiment, see Figure 2 , the inverter cabinet 11 includes a bidirectional AC to DC module 1111, a main power line carrier communication module 1112 and a main charge and discharge management module 1113;

[0067] Among them, one end of the bidirectional AC-to-DC module 1111 is electrically connected to the power grid, and the other end is electrically connected to the DC bus corresponding to the inverter cabinet, which is used to convert the AC power of the power grid into DC power, or convert the DC power of the electric vehicle into AC power; the main power line carrier communication module 1112 is electrically connected to the DC bus corresponding to the inverter cabinet, and is communicated with each charging terminal 13, which is used to receive the charging demand sent by each charging terminal 13, or receive the power demand of the power grid; the main charge and discharge management module 1113 is communicated with the bidirectional AC-to-DC module 1111 and the main power line carrier communication module 1112 respectively, which is used to receive the charging demand, and control the discharge power of the bidirectional AC-to-DC module 1111 based on the charging demand, or receive the power demand, and send the power demand to each charging terminal 13.

[0068] It is understandable that the bidirectional AC-DC module 1111 can be a bidirectional AC-DC (Alternating Current to Direct Current) module, which can achieve bidirectional conversion between AC and DC. The main power line carrier communication module 1112 can be an HPLC (Hybrid Power Line Communication, low-voltage power line high-speed carrier communication) communication module. HPLC communication technology can transmit data based on power lines, modulate data on the AC signal of the power lines, and achieve bidirectional communication. It also has the characteristics of low latency and strong anti-interference. The inverter cabinet uses the main power line carrier communication module 1112 to communicate with the power grid and the charging terminal 13, which can improve data transmission efficiency. The main charge and discharge management module 1113 can make timely adjustments, thereby improving power regulation efficiency.

[0069] It should be noted that the implementation of the main charge and discharge management module 1113 is not limited to a microcontroller, a digital signal processor, a field programmable gate array, or an industrial computer module, as long as it can realize functions such as communication, data processing, and real-time control.

[0070] In one embodiment, continue to refer to Figure 2 , the main charge and discharge management module includes a main 5G wireless communication unit 1114;

[0071] Among them, the main 5G wireless communication unit 1114 is wirelessly connected to each charging terminal 13 respectively, and is used to receive emergency information of the charging terminal 13 and the power demand of the power grid, and when the main power line carrier communication module 1112 fails, receive the charging demand sent by each charging terminal 13.

[0072] It is understood that the primary 5G wireless communication unit 1114 is provided with an antenna for signal transmission and reception. Configuration parameters of the primary 5G wireless communication unit 1114, such as the module model, frequency band support range, interface type, and antenna configuration, are set based on actual communication requirements and are not specifically limited thereto. In some embodiments, the primary 5G wireless communication unit 1114 may also utilize 4G communication technology or a higher-level wireless communication technology, as long as it can implement the function of wireless data transmission and reception.

[0073] It should be noted that in the charging dual DC bus 12 power dispatching system, the main power line carrier communication module 1112 with lower latency and higher stability is used by default for carrier communication to ensure the timeliness of the system's power regulation. However, in the event of a failure in the main power line carrier communication module 1112 or a failure in other carrier communication modules that are connected to the inverter cabinet and require carrier communication, the main 5G wireless communication unit 1114 can be used instead of the carrier communication method for communication. After the failure is resolved, the carrier communication method is switched to for data transmission and reception. In one embodiment, the two inverter cabinets of the dual inverter cabinet 11 use wireless communication methods such as 5G or separately wired serial port communication for data transmission and reception.

[0074] In one embodiment, continue to refer to Figure 2 , the inverter cabinet 11 further includes a first DC contactor 1115;

[0075] Among them, the bidirectional AC-to-DC module 1111 is electrically connected to the DC bus corresponding to the inverter cabinet through the first DC contactor 1115, and is communicatively connected to the charge and discharge management module, and is used to respond to the control instructions initiated by the charge and discharge management module to control the on and off between the DC bus and the bidirectional AC-to-DC module 1111.

[0076] It is understood that in some embodiments, solid-state relays, controlled thyristors, electronic switches, etc. can also be used to control the connection between the DC bus and the bidirectional AC-DC module 1111 in response to control instructions. The provision of the first DC contactor 1115 can prevent the risk of fault propagation or arcing by disconnecting the DC bus and the bidirectional AC-DC module 1111 in the event of a system fault (such as a short circuit or overcurrent) or maintenance. In addition, in the vehicle-grid interaction scenario, the charge and discharge management module needs to dynamically switch the charge / discharge mode according to the grid dispatch or battery status. The first DC contactor 1115 ensures the immediate start and stop of energy flow by quickly switching on and off, avoiding invalid energy exchange or conflict.

[0077] In one embodiment, continue to refer to Figure 2 , the charging terminal 13 includes: a bidirectional DC-DC conversion module 131, a slave power line carrier communication module 132 and a slave charge and discharge control module 133;

[0078] Among them, one end of the bidirectional DC-DC module 131 is electrically connected to the two DC bus bars, and the other end is electrically connected to the electric vehicle, and is communicatively connected to the electric vehicle, and is used to convert the DC power transmitted by the DC bus bar into DC power adapted to the charging demand, or convert the DC power output by the electric vehicle into DC power adapted to the power demand; the slave power line carrier communication module 132 is electrically connected to the two DC bus bars respectively, and is communicatively connected to the main power line carrier communication module 1112 of each inverter cabinet, and is used to send charging requirements to each main power line carrier communication module 1112, or receive power demand; the slave charge and discharge control module 133 is communicatively connected to the slave power line carrier communication module 132 and the bidirectional DC-DC module 131 respectively, and is used to receive charging requirements or power demand, control the discharge power of the bidirectional DC-DC module 131 to the electric vehicle, or control the discharge power of the bidirectional DC-DC module 131 to the DC bus bar.

[0079] It is understood that the bidirectional DC-DC module 131 can be a bidirectional DC-DC (Direct Current to Direct Current Converter) module, which can convert one type of DC power into another. In the system, vehicle-grid interaction can be achieved. When the electric vehicle is charging, the bidirectional DC-DC module 131 is used to convert the DC power output by the bidirectional AC-DC module 1111 in the inverter cabinet into DC power that meets the charging requirements, thereby charging the electric vehicle. When the grid needs to discharge power and the electric vehicle needs to discharge power, the bidirectional DC-DC module 131 is used to convert the DC power output by the electric vehicle into DC power that meets the power demand. The bidirectional AC-DC module 1111 in the inverter cabinet then converts the DC power output by the bidirectional DC-DC module 131 into AC power, which is then output to the grid. Furthermore, similar to the master-slave charge-discharge control module 133, the implementation of the slave charge-discharge control module 133 is not limited to a microcontroller, a digital signal processor, a field-programmable gate array, or an industrial computer module; any implementation capable of communication, data processing, and real-time control is acceptable. The slave PLC communication module 132 can also be an HPLC communication module, eliminating the need for additional communication cabling, reducing system complexity, and facilitating centralized management of distributed charging terminals 13. In one embodiment, the inverter cabinet uses the master PLC communication module 1112 as the communication master to monitor communication information from the slave PLC communication modules 132 of charging terminals 13 connected via the DC bus. This typically involves periodically polling the identification information of the charging terminals 13 connected to the two DC buses.

[0080] In one embodiment, continue to refer to Figure 2 , the slave charge and discharge control module 133 includes: a slave 5G wireless communication unit 1331;

[0081] Among them, the slave 5G wireless communication unit 1331 is respectively connected to each inverter cabinet for communication, and is used to send the emergency information of the charging terminal 13 to each inverter cabinet, and in the event of a failure of the main power line carrier communication module 1112, send the charging demand to each inverter cabinet, or receive the power demand.

[0082] It is understood that, similar to the master 5G wireless communication unit 1114 of the inverter cabinet, the slave 5G wireless communication unit 1331 is also provided with an antenna for signal transmission and reception. Configuration parameters of the slave 5G wireless communication unit 1331, such as the module model, frequency band support range, interface type, and antenna configuration, are set based on actual communication requirements and are not specifically limited thereto. In some embodiments, the slave 5G wireless communication unit 1331 may also utilize 4G communication technology or a higher-level wireless communication technology, as long as it can implement wireless data transmission and reception.

[0083] It should be noted that in the charging dual DC bus 12 power dispatching system, the default priority is to use the main power line carrier communication module 1112 with lower latency and higher stability to perform carrier communication with the slave power carrier communication module to ensure the timeliness of the system's power regulation. However, in the event of a failure in the slave power line carrier communication module 132 or a failure in other carrier communication modules that need to perform carrier communication and are connected to the charging terminal 13, the slave 5G wireless communication unit 1331 can be used instead of the carrier communication method for communication. After the failure is resolved, the carrier communication method can be switched to for data transmission and reception. In one embodiment, the charging terminal 13 sends the connection identification information to the main 5G wireless communication unit 1114 of the inverter cabinet corresponding to the DC bus connected to the charging terminal 13 via the slave 5G wireless communication unit 1331.

[0084] In one embodiment, the charging terminal 13 further includes a second DC contactor 134 , a third DC contactor 135 , and a fourth DC contactor 136 ;

[0085] Among them, the second DC contactor 134 of the first DC bus 121 is electrically connected to the bidirectional DC-DC conversion module 131, and the second DC contactor 134 is communicatively connected to the slave charge and discharge control module 133, and is used to control the connection and disconnection between the first DC bus and the bidirectional DC-DC conversion module 131 in response to the control instructions of the slave charge and discharge control module 133; the third DC contactor 135 of the second DC bus 122 is electrically connected to the bidirectional DC-DC conversion module 131, and the third DC contactor 135 is communicatively connected to the slave charge and discharge control module 133, and is used to control the connection and disconnection between the second DC bus and the bidirectional DC-DC conversion module 131 in response to the control instructions of the slave charge and discharge control module 133; the bidirectional DC-DC conversion module 131 is electrically connected to the electric vehicle through the fourth DC contactor 136, and the fourth DC contactor 136 is communicatively connected to the slave charge and discharge control module 133, and is used to control the connection and disconnection between the bidirectional DC-DC conversion module 131 and the electric vehicle in response to the control instructions of the slave charge and discharge control module 133.

[0086] It is understood that similarly, solid-state relays, controlled thyristors, electronic switches, and the like can be used to replace the second, third, and fourth DC contactors 134, 135, and 136. The second and third DC contactors 134, 135 enable rapid disconnection of the second DC contactor 134 and reconnection of the third DC contactor 135 if the inverter cabinet corresponding to the first DC bus cannot meet charging requirements, thereby improving system reliability. The third DC contactor 135 also serves the same purpose. The fourth DC contactor 136 prevents reverse discharge of the vehicle battery from the bidirectional DC-DC module to the DC bus (especially during system standby). It also disconnects the charging plug if it is not fully disconnected, eliminating the risk of arcing during plugging and unplugging. Furthermore, the second, third, and fourth DC contactors 134, 135, and 136 all achieve fault isolation through physical disconnection.

[0087] In one embodiment, continue to refer to Figure 2 , the charging terminal 13 further includes an auxiliary power supply 137, a fifth DC contactor 138 and a relay 139;

[0088] Among them, the first end of the auxiliary power supply 137 is electrically connected to the bidirectional DC-DC module 131 and the third DC contactor 135 respectively, the second end of the auxiliary power supply 137 is electrically connected to the second DC contactor 134 and the first DC bus respectively, and the third end of the auxiliary power supply 137 is electrically connected to the electric vehicle for auxiliary discharge when discharging to the grid, or for auxiliary charging when charging the electric vehicle; one end of the fifth DC contactor 138 is electrically connected to the second end of the auxiliary power supply 137, and the other end of the fifth DC contactor 138 is electrically connected to the second DC contactor The contactor 134 is electrically connected to the first DC bus respectively, and the fifth DC contactor 138 is communicatively connected to the slave charge and discharge control module 133, and is used to control the on and off between the auxiliary power supply 137 and the first DC bus in response to the control instruction initiated by the slave charge and discharge control module 133; the third end of the auxiliary power supply 137 is electrically connected to the electric vehicle through the relay 139, and the relay 139 is communicatively connected to the slave charge and discharge control module 133, and is used to control the on and off between the auxiliary power supply 137 and the electric vehicle in response to the control instruction initiated by the slave charge and discharge control module 133.

[0089] It is understood that the auxiliary power supply 137 can be a power module with energy storage capabilities, such as an energy storage battery or supercapacitor. Auxiliary power supply 137 is configured to provide low-power auxiliary power (e.g., maintaining control system power and communication module operation) when the electric vehicle is discharging to the grid, preventing system circuit power outages from causing control logic failure. In charging mode, if the bidirectional DC-DC converter module 131 is unable to meet demand due to a fault or current limiting, the auxiliary power supply 137 can provide emergency supplemental charging (e.g., maintaining battery temperature or charging at a low rate). Furthermore, the auxiliary power supply 137 can also be used to power modules such as the slave charge and discharge control module 133 and the slave power line carrier communication module 132. The fifth DC contactor 138 is configured to simultaneously disconnect the auxiliary power supply 137 from the DC bus when it is disconnected due to a fault or scheduling requirement (e.g., the second DC contactor 134 is disconnected), preventing the auxiliary power supply 137 from becoming a fault current path or a source of reverse interference. During discharge, if the bidirectional DC-DC converter 131 needs to feed back energy through the first DC bus, the fifth DC contactor 138 closes, allowing the auxiliary power supply 137 to simultaneously support DC bus voltage stability (e.g., to compensate for line losses). Relay 139 is configured to disconnect before the fourth DC contactor 136 when the charging plug of charging terminal 13 is inserted into or removed from the electric vehicle, preventing sparks or equipment damage caused by live plugging and unplugging of low-voltage circuits. If an electric vehicle communication anomaly is detected (e.g., an unresponsive BMS), relay 139 remains disconnected, preventing the auxiliary power supply 137 from continuing to supply power, thus avoiding inefficient energy consumption and potential risks.

[0090] In one embodiment, Figure 3As shown, a charging dual DC bus power scheduling method is provided, which is applied to the charging terminal included in the charging dual DC bus power scheduling system described in any of the above embodiments. The method includes:

[0091] Step S302 : When an electric vehicle is connected, initial battery parameters of the electric vehicle are obtained, and charging requirements are generated based on the initial battery parameters.

[0092] Among them, the battery initial parameters can be the battery electrical parameters when the electric vehicle is connected to the charging terminal, including battery SOC (state of charge), rated capacity, allowable charge and discharge voltage, current, power range, allowable charge and discharge SOC range, and the number of charge and discharge times allowed per day.

[0093] Optionally, when an electric vehicle is connected to a charging terminal, the charging terminal obtains the initial battery parameters of the electric vehicle, and determines charging parameters such as charging power, charging voltage and charging current of the electric vehicle based on the initial battery parameters, and generates charging requirements based on the charging parameters.

[0094] Step S304: Send the charging demand to any inverter cabinet.

[0095] Optionally, the charging terminal sends the charging demand to any inverter cabinet in the system through power line carrier communication or wireless communication, and the inverter cabinet determines whether it can meet the charging demand.

[0096] Step S306: When any inverter cabinet meets the charging demand, direct current is discharged to the electric vehicle according to the discharge power corresponding to the charging demand.

[0097] The discharge power may be the effective electric power output by the charging terminal to the electric vehicle, in kilowatts.

[0098] Optionally, when any inverter cabinet meets the charging needs of the electric vehicle, the charging terminal receives the DC power that has been preliminarily converted and output by the inverter cabinet, converts the DC power into DC power corresponding to the charging needs, and discharges the DC power to the battery of the electric vehicle according to the discharge power corresponding to the charging needs.

[0099] In this embodiment, the method generates a charging demand by obtaining the initial parameters of the electric vehicle, sends the charging demand to any inverter cabinet, and searches for an inverter cabinet that can meet the charging demand. If there is any inverter cabinet that meets the charging demand, DC discharge is performed to the electric vehicle according to the discharge power corresponding to the charging demand, giving priority to meeting high-priority charging demands and performing discharge control, thereby improving the rationality and flexibility of charging resource allocation.

[0100] In one embodiment, the above-mentioned charging dual DC bus power scheduling method further includes:

[0101] If any inverter cabinet does not meet the charging demand, the charging demand is sent to the other inverter cabinet; if both inverter cabinets do not meet the charging demand, the charging state is switched to the waiting state; if the waiting charging state is maintained for a preset time period, the charging demand is returned to the step of sending the charging demand to any inverter cabinet until any inverter cabinet meets the charging demand.

[0102] Optionally, if either inverter cabinet in the dual inverter cabinets fails to meet the charging requirements, the charging terminal sends a charging request to the other inverter cabinet. If the other inverter cabinet meets the charging requirements, the charging terminal establishes an electrical connection with the inverter cabinet, receives the DC power output by the inverter cabinet, converts the DC power output to DC power that meets the charging requirements, and charges the electric vehicle. If neither inverter cabinet meets the charging requirements, the charging terminal switches to a waiting state. In this state, the charging terminal does not connect to either inverter cabinet until the charging state is maintained for a preset period of time (e.g., 5 minutes). At this point, the charging terminal returns to the step of sending the charging request to either inverter cabinet until either inverter cabinet meets the charging requirements.

[0103] In this embodiment, when one inverter cabinet cannot meet charging demand, the charging terminal can proactively forward the demand to another inverter cabinet, ensuring continuous charging. By directing DC power from the inverter cabinet that meets the demand to the charging terminal, power can be efficiently distributed across multiple inverter cabinets, maximizing resource utilization and reducing the possibility of power waste.

[0104] In one embodiment, another charging dual DC bus power scheduling method is provided, which is applied to the charging dual DC bus power scheduling system described in the above embodiment, including:

[0105] Step 1: The electric vehicle is connected to the V2G charging pile and the charging terminal establishes a connection with the electric vehicle.

[0106] Step 2: The charging terminal's built-in 5G communication module charge and discharge management unit obtains the initial parameters related to the electric vehicle battery, such as battery SOC (state of charge), rated capacity, allowable charge and discharge voltage, current, power range, allowable charge and discharge SOC range, and the number of charge and discharge times allowed per day.

[0107] Step 3: The charging terminal sends the initial parameters of the electric vehicle battery and the current, voltage and power required to start charging to the connected inverter cabinet.

[0108] In step 4, the inverter cabinet calculates the power demand of the newly added charging terminals based on the demand data and available power. The inverter cabinet determines whether it can meet the power demand of the newly added charging terminals. If so, the inverter cabinet proceeds to step 5. Otherwise, the inverter cabinet proceeds to step 6.

[0109] Step 5: If the conditions are met, a charging permission instruction is issued to the newly added charging terminal. The charging terminal starts charging according to the instruction and communicates power changes with the inverter cabinet to change the power demand in time according to the current and voltage requirements of the charging vehicle.

[0110] Step 6: If the inverter cabinet cannot meet the power demand of the charging terminal, a message indicating that the power demand cannot be met is sent to the charging terminal; the charging terminal switches the power to another bus and communicates with another inverter cabinet.

[0111] In step 7, another inverter cabinet determines whether the power demand of the newly added charging terminal can be met by this inverter cabinet. If so, jump to step 8; otherwise, jump to step 9.

[0112] Step 8: If the conditions are met, a charging permission instruction is issued to the newly added charging terminal. The charging terminal starts charging according to the instruction and communicates with the inverter cabinet to change the power requirement in time according to the current and voltage requirements of the charging vehicle.

[0113] In step 9, if the power requirement cannot be met, a message is sent to the charging terminal indicating that the power requirement cannot be met. The charging terminal then enters a waiting state for a specified time (typically 5 minutes) before requesting a charging power request from the connected inverter cabinet and proceeding to the judgment in step 4.

[0114] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0115] In this embodiment, the system connects charging terminals to dual DC buses. Communication and coordinated power input and output are achieved through the charging and discharging management units of the charging terminals and inverter cabinets' built-in 5G communication modules, enabling charging and discharging via the dual DC buses. High-speed power line communication (HPLC) is the primary communication method, with the inverter cabinet acting as the master and the terminal cabinet acting as the slave. The 5G communication module ensures high-speed data transmission for emergency data reporting and backup data upload from the charging terminals, enabling real-time communication between the charging terminals and the inverter, and precisely controlling the charging and discharging process. The system utilizes dual DC buses, scheduling power, controlling charging and discharging, and switching busbars based on different priorities and the load conditions of the dual inverter cabinets, prioritizing high-priority charging needs and discharging control. This system and method not only fully utilizes the 7kW AC input line of the original AC charging pile, converts the original AC power supply line into a DC power supply line, and increases the capacity of the cable, but also uses an independent dual DC bus to ensure the safety of the output and input power of the charging terminal connected to the bus and improve the overall input power of the system, thereby improving the rationality and flexibility of charging resource allocation, meeting the demand for charging pile expansion for new energy vehicles in areas with severe power capacity shortages, and has great practical value in the field of charging pile power scheduling.

[0116] Based on the same inventive concept, the present application also provides a charging dual DC bus power dispatching system for implementing the aforementioned charging dual DC bus power dispatching method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more of the following embodiments of the charging dual DC bus power dispatching system can be found in the above-mentioned limitations of the charging dual DC bus power dispatching method, and will not be repeated here.

[0117] In one embodiment, Figure 4 As shown, a charging dual DC bus power scheduling device 400 is provided, including: a parameter acquisition module 401, a demand sending module 402 and a power control module 403, wherein:

[0118] The parameter acquisition module 401 is used to acquire the initial battery parameters of the electric vehicle when the electric vehicle is connected, and generate a charging demand based on the initial battery parameters;

[0119] A demand sending module 402 is used to send charging demand to any inverter cabinet;

[0120] The power control module 403 is configured to discharge DC power to the electric vehicle according to the discharge power corresponding to the charging demand when any inverter cabinet meets the charging demand.

[0121] Each module in the aforementioned charging dual DC bus power dispatching device 400 may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in a computer device in hardware form, or may be stored in a memory in the computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0122] In one embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as follows: Figure 5 As shown. The computer device includes a processor, a memory and a network interface connected via a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store data such as initial parameters and charging requirements. The network interface of the computer device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, a charging dual DC bus power scheduling method is implemented.

[0123] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0124] In one embodiment, a computer device is further provided, including a memory and a processor. The memory stores a computer program, and the processor implements the steps in the above method embodiments when executing the computer program.

[0125] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0126] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0127] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0128] Throughout this specification, references to terms such as "some embodiments," "other embodiments," and "desired embodiments" indicate that a particular feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. Although these terms are used interchangeably throughout this specification, they do not necessarily refer to the same embodiment or example.

[0129] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0130] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A charging dual DC bus power dispatching system, characterized in that: include: A dual inverter cabinet, comprising two inverter cabinets with identical structures and functions, each of which is electrically connected to a power grid and, based on the charging needs of electric vehicles, converts the AC power of the power grid into DC power to charge the electric vehicles, or, based on the power demand of the power grid, converts the DC power into AC power to discharge the power to the power grid; Dual DC busbars, each DC busbar being electrically connected to a corresponding inverter cabinet and configured to transmit DC power output by the corresponding inverter cabinet; Multiple charging terminals, one end of each charging terminal is electrically connected to the two DC bus bars respectively, the other end is electrically connected to the electric vehicle, and is communicatively connected to the two inverter cabinets, for obtaining the charging demand of the electric vehicle and sending it to each inverter cabinet. When any inverter cabinet meets the charging demand, DC discharge is performed to the electric vehicle according to the discharge power corresponding to the charging demand, or, in response to the power demand sent by at least one inverter cabinet, DC discharge is performed to the DC bus bar corresponding to the inverter cabinet according to the discharge power corresponding to the power demand.

2. The charging dual DC bus power dispatching system according to claim 1, characterized in that: The inverter cabinet includes: a bidirectional AC-DC module, one end of which is electrically connected to the power grid, and the other end of which is electrically connected to the DC bus corresponding to the inverter cabinet, for converting the AC power of the power grid into DC power, or converting the DC power of the electric vehicle into AC power; a main power line carrier communication module, the main power line carrier communication module being electrically connected to the DC bus corresponding to the inverter cabinet and being communicatively connected to each of the charging terminals, and being configured to receive the charging demand sent by each of the charging terminals, or receive the power demand of the power grid; A main charge and discharge management module, wherein the main charge and discharge management module is respectively communicatively connected to the bidirectional AC-DC conversion module and the main power line carrier communication module, and is used to receive the charging demand and control the discharge power of the bidirectional AC-DC conversion module based on the charging demand, or receive the power demand and send the power demand to each of the charging terminals.

3. The charging dual DC bus power dispatching system according to claim 2, characterized in that: The main charge and discharge management module includes: A main 5G wireless communication unit, wherein the main 5G wireless communication unit is respectively connected to each of the charging terminals by wireless communication, and is used to receive emergency information from the charging terminal and the power demand of the power grid, and receive the charging demand sent by each of the charging terminals in the event of a failure of the main power line carrier communication module.

4. The charging dual DC bus power dispatching system according to claim 2, characterized in that: The inverter cabinet further includes: A first DC contactor, wherein the bidirectional AC-DC module is electrically connected to the DC bus corresponding to the inverter cabinet through the first DC contactor, and is communicatively connected to the charge and discharge management module, and is used to control the on and off between the DC bus and the bidirectional AC-DC module in response to a control instruction initiated by the charge and discharge management module.

5. The charging dual DC bus power dispatching system according to claim 2, characterized in that: The charging terminal includes: a bidirectional DC-DC module, one end of which is electrically connected to the two DC bus bars, the other end of which is electrically connected to the electric vehicle, and is in communication with the electric vehicle, and is configured to convert the DC power transmitted by the DC bus bars into DC power adapted to the charging demand, or to convert the DC power output by the electric vehicle into DC power adapted to the power demand; a slave power line carrier communication module, the slave power line carrier communication module being electrically connected to the two DC bus bars respectively and being communicatively connected to the master power line carrier communication module of each inverter cabinet, and being configured to send the charging demand to each master power line carrier communication module or receive the power demand; A slave charge and discharge control module is communicatively connected to the slave power line carrier communication module and the bidirectional DC-DC conversion module, respectively, for receiving the charging demand or the power demand, controlling the discharge power of the bidirectional DC-DC conversion module to the electric vehicle, or controlling the discharge power of the bidirectional DC-DC conversion module to the DC bus.

6. The charging dual DC bus power dispatching system according to claim 5, characterized in that: The slave charge and discharge control module includes: The slave 5G wireless communication unit is respectively connected to each of the inverter cabinets for communication, and is used to send the emergency information of the charging terminal to each of the inverter cabinets, and in the event of a failure of the main power line carrier communication module, send the charging demand to each of the inverter cabinets, or receive the power demand.

7. The charging dual DC bus power dispatching system according to claim 5, characterized in that: The charging terminal further includes: A second DC contactor, the first DC bus, the second DC contactor is electrically connected to the bidirectional DC-DC converter module, and the second DC contactor is communicatively connected to the slave charge and discharge control module, and is used to control the on / off between the first DC bus and the bidirectional DC-DC converter module in response to a control instruction of the slave charge and discharge control module; A third DC contactor, the second DC bus, the third DC contactor is electrically connected to the bidirectional DC-DC converter module, and the third DC contactor is communicatively connected to the slave charge and discharge control module, and is used to control the on / off between the second DC bus and the bidirectional DC-DC converter module in response to a control instruction from the slave charge and discharge control module; A fourth DC contactor, through which the bidirectional DC-DC converter module is electrically connected to the electric vehicle, and the fourth DC contactor is communicatively connected to the slave charge and discharge control module, is configured to control the connection and disconnection between the bidirectional DC-DC converter module and the electric vehicle in response to control instructions from the slave charge and discharge control module.

8. The charging dual DC bus power dispatching system according to claim 7, characterized in that: The charging terminal further includes: an auxiliary power supply, wherein a first end of the auxiliary power supply is electrically connected to the bidirectional DC-DC converter module and the third DC contactor, respectively, a second end of the auxiliary power supply is electrically connected to the second DC contactor and the first DC bus, respectively, and a third end of the auxiliary power supply is electrically connected to the electric vehicle, for performing auxiliary discharging when discharging to the grid, or performing auxiliary charging when charging the electric vehicle; a fifth DC contactor, one end of the fifth DC contactor being electrically connected to the second end of the auxiliary power supply, the other end of the fifth DC contactor being electrically connected to the second DC contactor and the first DC bus, respectively, and the fifth DC contactor being communicatively connected to the slave charge and discharge control module, and configured to control the on / off connection between the auxiliary power supply and the first DC bus in response to a control instruction initiated by the slave charge and discharge control module; A relay, wherein the third end of the auxiliary power supply is electrically connected to the electric vehicle through the relay, and the relay is communicatively connected to the slave charge and discharge control module, and is used to control the on and off between the auxiliary power supply and the electric vehicle in response to a control instruction initiated by the slave charge and discharge control module.

9. A charging dual DC bus power scheduling method, characterized in that: The charging terminal used in the charging dual DC bus power dispatching system according to any one of claims 1 to 8 comprises: When an electric vehicle is connected, obtaining initial battery parameters of the electric vehicle and generating charging requirements based on the initial battery parameters; Sending the charging demand to any inverter cabinet; When any of the inverter cabinets meets the charging demand, direct current is discharged to the electric vehicle according to the discharge power corresponding to the charging demand.

10. The charging dual DC bus power dispatching method according to claim 9, characterized in that: The method further comprises: When any of the inverter cabinets does not meet the charging demand, sending the charging demand to another inverter cabinet; If both inverter cabinets fail to meet the charging requirement, the state of waiting for charging is switched; In a case where the waiting charging state maintenance time satisfies the preset time period, the step of sending the charging request to any inverter cabinet is returned to until any inverter cabinet meets the charging request.

Images