Charging power distribution method and device

Abstract

The invention discloses a charging power distribution method and device. According to the method, vehicle sensing information fed back by a charging station relative to a to-be-charged vehicle is received, and target charging power allocated to the to-be-charged vehicle is determined according to the vehicle sensing information; and charging control information is determined according to the target charging power, the total number of power modules in the charging station and the maximum output power of the single power module in the charging station, and the charging control information is sent to the charging station, so that the charging station charges the to-be-charged vehicle based on the charging control information. By utilizing the method, the dynamic optimal distribution of the charging power is realized, the dynamic optimal allocation of the power module is realized, the charging efficiency and the utilization rate of the power module are improved, the resource waste is avoided, and the charging power is not limited by the inherent power module of the charging pile; the charging peak power of the vehicle can be effectively reached for an over-charging vehicle type, so that the charging efficiency of the vehicle is improved, and the overall charging time is shortened.

Description

Technical Field

[0001] The present invention relates to the field of charging technology, and in particular to a charging power distribution method and device. Background Art

[0002] With the rapid development of the new energy vehicle industry, charging piles, as important charging equipment for new energy vehicles, are attracting more and more attention for their charging utilization rate and efficiency.

[0003] Existing charging stations typically use pre-set power combinations, such as two 120kW modules in parallel or three 180kW modules in parallel. This rigid power output makes it difficult to dynamically adapt power to the varying charging needs of electric vehicles. Furthermore, current charging stations typically employ simple round-robin or sequential allocation strategies when charging vehicles. When multiple electric vehicles of varying specifications are connected simultaneously, this can lead to "starvation" allocation or competitive preemption of power modules, reducing power module utilization and vehicle charging efficiency. Summary of the Invention

[0004] The present invention provides a charging power distribution method and device to solve the problems of low power module utilization and low vehicle charging efficiency in a charging station.

[0005] In a first aspect, an embodiment of the present invention provides a charging power distribution method, which is applied to an edge end, wherein the edge end is connected to a charging station, and the charging station is provided with multiple power modules, each of which is connected to a charging pile in the charging station and serves as a charging power source to supply power to the connected charging pile to charge a vehicle to be charged. The method includes:

[0006] receiving vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determining a target charging power to be allocated to the vehicle to be charged based on the vehicle perception information;

[0007] Charging control information is determined according to the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and the charging control information is sent to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

[0008] In a second aspect, an embodiment of the present invention provides a charging power distribution device, which is applied to an edge end, wherein the edge end is connected to a charging station, and the charging station is provided with multiple power modules, each of which is connected to a charging pile in the charging station, and serves as a charging power source to supply power to the connected charging pile to charge the vehicle to be charged. The device includes:

[0009] a target charging power determination module, configured to receive vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determine a target charging power to be allocated to the vehicle to be charged based on the vehicle perception information;

[0010] a control information determination module, configured to determine charging control information based on the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and to send the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

[0011] This embodiment of the above-mentioned technical solution receives vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determines the target charging power to be allocated to the vehicle to be charged based on the vehicle perception information; determines charging control information based on the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and transmits the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information. Using this method, dynamic optimization of charging power allocation is achieved through vehicle perception information, improving charging efficiency. Simultaneously, based on the number and maximum output power of multiple power modules installed in the charging station and connected to the charging piles in the charging station, charging control information at the target charging power is determined, achieving dynamic optimization of power module allocation, improving power module utilization, avoiding resource waste, and ensuring that the charging power is not limited by the inherent power modules of the charging pile. For supercharging vehicles, the vehicle's peak charging power can be effectively reached, thereby improving vehicle charging efficiency and shortening overall charging time.

[0012] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0014] Figure 1 A flowchart of a charging power distribution method provided by an embodiment of the present invention;

[0015] Figure 2 This is a flow chart of a method for determining target charging power in a charging power allocation method provided by an embodiment of the present invention;

[0016] Figure 3 A schematic diagram illustrating the principle of a charging power distribution method provided by an embodiment of the present invention;

[0017] Figure 4 This is a flow chart of a method for determining charging control information in a charging power allocation method provided by an embodiment of the present invention;

[0018] Figure 5 A schematic diagram of the structure of a charging power distribution device provided by an embodiment of the present invention;

[0019] Figure 6 A schematic structural diagram of an electronic device that can be used to implement an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0021] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0022] Example 1

[0023] Figure 1 This is a flowchart of a charging power distribution method provided in an embodiment of the present invention. The embodiment of the present invention is applicable to scenarios where a charging station charges a vehicle to be charged. The method can be performed by a charging power distribution device, which can be implemented in the form of software and / or hardware. Optionally, it can be implemented by an electronic device, which is preferably a mobile terminal, a desktop computer, a laptop computer, a server, etc.

[0024] like Figure 1As shown, the charging power distribution method provided by an embodiment of the present invention is applied to the edge end, and the edge end establishes a connection with the charging station. The charging station is provided with multiple power modules, and each power module is respectively connected to the charging pile in the charging station, serving as a charging power source to supply power to the connected charging pile to charge the vehicle to be charged.

[0025] It is understandable that there can be multiple charging piles in the charging station, and the power modules in the charging station can be shared by all the charging piles to power the charging piles. In order to achieve flexible sharing of power modules and improve the utilization of power modules, multiple identical power modules with lower power can be set. An optional implementation scheme is to deploy a reconfigurable power matrix and a reconfigurable power matrix controller in the charging station. The reconfigurable power matrix can be provided with multiple low-power power modules, and each power module adopts a modular design to support parallel / series combinations. The modular design supports the smooth expansion of charging power, so that it can be well compatible with future technology iterations. Optionally, a set number of backup modules can be additionally configured so that when any module fails, it can automatically and quickly switch to the backup module, thereby ensuring the charging reliability, stability and safety of the charging station.

[0026] For example, a reconfigurable power matrix can include 32 power modules composed of insulated gate bipolar transistors, with a single module power output of 15 kilowatts. The reconfigurable power matrix can support microsecond-level topology switching. The configuration scheme can be determined based on actual conditions and is not specifically limited in this embodiment.

[0027] The method may specifically include:

[0028] S110: Receive vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determine a target charging power to be allocated to the vehicle to be charged according to the vehicle perception information.

[0029] Among them, vehicle perception information can be understood as information related to vehicle characteristics and charging, and may include vehicle appearance information and vehicle charging information. Exemplarily, vehicle appearance information may include images of areas such as the front, side, rear, wheel hub and / or charging port of the vehicle. Exemplarily, vehicle charging information may include information such as the current remaining battery power, battery temperature, maximum allowable charging current parameters and / or requested power. The vehicle to be charged can be considered as a vehicle with charging needs, which can be a vehicle parked in a designated area of ​​a charging station, or a vehicle connected to a charging gun in a charging station. The target charging power can be considered as the power planned to charge the vehicle to be charged, and the target charging power can be dynamically adjusted according to changes in vehicle perception information.

[0030] In this embodiment, vehicle perception information of the vehicles to be charged can be obtained by configuring an image acquisition device and a communication module in the charging station or on the charging pile. For example, a high-resolution multispectral camera can be installed on the top of the charging pile to collect vehicle appearance information, and the vehicle charging information of the vehicles to be charged sent by the vehicle's battery management system can be received through the communication module configured in the charging pile. Then, the target charging power allocated to the vehicles to be charged is determined based on the vehicle perception information. The number of vehicles to be charged indicated by the number of vehicle perception information is the corresponding number of target charging powers.

[0031] In an optional embodiment, determining the target charging power allocated to the vehicle to be charged based on the vehicle perception information includes:

[0032] a1) Obtain vehicle charging information from vehicle perception information.

[0033] In this embodiment, the vehicle sensing information may be parsed to extract information related to vehicle charging or information from a battery management system, thereby obtaining vehicle charging information.

[0034] b1) Invoking a set processing algorithm to analyze the charging demand of the vehicle charging information, obtaining a first charging power of the vehicle to be charged, and using the first charging power as a target charging power.

[0035] The set processing algorithm can be considered a pre-set algorithm capable of quickly allocating a preferred charging power to a vehicle to be charged based on vehicle charging information. For example, the processing algorithm can be set as an optimization algorithm, such as the Hungarian algorithm. The first charging power can be understood as the charging power calculated for the vehicle to be charged by the set processing algorithm.

[0036] In this embodiment, optimization rules can also be set for the processing algorithm. For example, the maximum power is allocated to vehicles whose current battery remaining capacity is less than a preset capacity threshold (such as 20%) and whose battery temperature is less than a preset temperature threshold (such as 45°C). Under the premise of not exceeding the total output power provided by the charging station, the power requested by high-priority vehicles is provided first, and the ratio of the power provided to the vehicle's requested power is reduced in order of priority. The priority of the vehicle to be charged can be determined based on the requested power, the current battery remaining capacity, and / or the battery temperature.

[0037] In this embodiment, a set processing algorithm can be called to analyze the charging requirements of the vehicle charging information, such as the current remaining battery power, requested power, etc., and based on the analysis results, the corresponding first charging power is determined for each vehicle to be charged in the charging station according to the preset optimization rules, and the first charging power is used as the target charging vehicle.

[0038] It is understandable that when the vehicle charging information changes, the determined target charging power may also change accordingly.

[0039] The above technical solution of this embodiment analyzes the charging requirements of vehicle charging information by calling a set processing algorithm, thereby realizing efficient and dynamic optimization allocation of charging power, improving charging efficiency, and extending the life of the power module. It also allocates more charging power to vehicles to be charged with more urgent charging needs, which can effectively reach the vehicle's peak charging power, thereby shortening the overall charging time.

[0040] In another optional embodiment, the edge end can also establish a connection with the cloud. Accordingly, the specific method of determining the target charging power based on the vehicle perception information can be: sending the vehicle perception information to the cloud, and the cloud end determines the target charging power based on the vehicle perception information and a more comprehensive calculation solution and feeds it back to the edge end.

[0041] In another optional embodiment, when the edge device is connected to the cloud, it can send vehicle perception information to the cloud and receive a charging power determined by the cloud based on the vehicle perception information and a more comprehensive calculation scheme. While waiting for the charging power to be received after sending the vehicle perception information to the cloud, or if the charging power is not received within a set time, a charging power can be pre-determined as the target charging power based on the vehicle perception information and a preset calculation scheme. Upon receiving the charging power sent from the cloud, the charging power sent from the cloud can be determined as the target charging power.

[0042] S120: Determine charging control information according to the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and send the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

[0043] Among them, the charging control information can be understood as the information that the power module in the charging station supplies power to the charging pile, which may include the power module allocation information and the output power of the power module. The power module allocation information may include the allocation quantity of the power module and the exact allocation information of which vehicle to be charged the power module is specifically allocated.

[0044] In this embodiment, the maximum output power of each power module in the charging station can be the same. Under the premise of not exceeding the number of power modules in the charging station, the optimal number of power modules to be allocated can be determined based on the target charging power and the maximum output power of a single power module in the charging station. The exact allocation information of the power modules can also be determined based on the allocated number of power modules and the preset score values ​​of the power modules, such as evenly distributing power modules with high preset score values, or preferentially allocating power modules with high preset score values ​​to vehicles to be charged with high target charging power, etc. The power module allocation information can be determined based on the allocated number of power modules and the exact allocation information.

[0045] Continuing with the above description, after the power modules are assigned, the output power of the power modules can also be determined, for example, by ensuring that each power module outputs the same power, or by determining the output power of each power module based on a preset score. The power module assignment information and the output power of each power module are transmitted to the charging station as charging control information. Based on this charging control information, the charging station can uniformly allocate the power modules in the station to power the corresponding charging piles and charge the vehicles to be charged.

[0046] It is understandable that the charging station can monitor the insulation resistance (>100MΩ) and leakage current (<30mA) in real time while charging the vehicle to be charged based on the charging control information, and when it detects that the battery temperature of the vehicle to be charged suddenly rises by >5℃ / minute, it automatically reduces the charging power by 50% to charge the vehicle to be charged.

[0047] This embodiment of the above-mentioned technical solution receives vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determines the target charging power to be allocated to the vehicle to be charged based on the vehicle perception information; determines charging control information based on the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and transmits the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information. Using this method, dynamic optimization of charging power allocation is achieved through vehicle perception information, improving charging efficiency. Simultaneously, based on the number and maximum output power of multiple power modules installed in the charging station and connected to the charging piles in the charging station, charging control information at the target charging power is determined, achieving dynamic optimization of power module allocation, improving power module utilization, avoiding resource waste, and ensuring that the charging power is not limited by the inherent power modules of the charging pile. For supercharging vehicles, the vehicle's peak charging power can be effectively reached, thereby improving vehicle charging efficiency and shortening overall charging time.

[0048] Example 2

[0049] Figure 2This is a flow chart of a method for determining target charging power in a charging power allocation method provided by an embodiment of the present invention. The technical solution of this embodiment is based on the above embodiment and expands the method for determining target charging power based on vehicle perception information. Among them, the technical features that are the same or similar to the above embodiment are not repeated here. Figure 2 As shown, the edge terminal also establishes a connection with the cloud, and the method includes:

[0050] S210: Receive vehicle perception information fed back by the charging station relative to the vehicle to be charged.

[0051] S220: Send the vehicle sensing information to the cloud, receive a second charging power of the vehicle to be charged determined by the cloud based on the vehicle sensing information, and use the second charging power as the target charging power.

[0052] The second charging power may be considered as the charging power calculated by the cloud for the vehicle to be charged.

[0053] In this embodiment, the cloud has more powerful computing and analysis capabilities than the edge. Therefore, a distribution algorithm and / or model with strong global optimization capabilities can be configured on the cloud to determine a more optimal target charging power for the vehicle to be charged. The edge sends vehicle perception information to the cloud. Based on the vehicle appearance information and / or vehicle charging information in the vehicle perception information, the cloud determines a second charging power for the vehicle to be charged using a preset distribution algorithm and / or model. The cloud then feeds this second charging power back to the edge. The edge uses the received second charging power as the target charging power for subsequent logic execution.

[0054] For example, an optimization model that takes into account charging cost, charging time and / or charging load can be configured in the cloud. A charging model database can also be configured in the cloud to specifically configure corresponding charging models for vehicles that have been charged historically, so as to improve the efficiency and accuracy of determining the charging power.

[0055] The above technical solution of this embodiment sends vehicle perception information to the cloud, and the cloud efficiently and dynamically determines the optimized second charging power based on the vehicle perception information and feeds it back to the edge end, thereby achieving efficient, dynamic and better distribution of charging power and improving charging efficiency.

[0056] In an optional embodiment, the vehicle perception information includes vehicle appearance information and vehicle charging information. Accordingly, determining the second charging power of the vehicle to be charged based on the vehicle perception information can be implemented as follows:

[0057] a2) For each vehicle to be charged, determine the vehicle attribute information of the vehicle to be charged based on the vehicle appearance information.

[0058] Among them, vehicle attribute information may include license plate number and vehicle model information.

[0059] In this embodiment, the vehicle attribute information of the vehicle to be charged can be obtained by inputting the vehicle appearance information into a trained object detection model. The object detection model can be trained based on training samples containing license plate annotated information and training samples containing vehicle model annotated information.

[0060] It is understandable that if the training sample does not contain the model labeling information of a certain model, the model information of the vehicle to be charged may not be identified. At this time, the requested charging power in the vehicle charging information is used as the expected optimal charging power to continue to execute the subsequent steps of determining the second charging power.

[0061] b2) determining a second charging power based on the vehicle charging information and the vehicle attribute information.

[0062] It should be noted that if the vehicle to be charged has previously been charged at this charging station or another charging station linked to it, the charging station can, with user permission, obtain and store historical charging data from the previous charging process, including historical vehicle charging information and historically allocated charging power. Based on this historical charging data, a charging model for the vehicle to be charged is derived to determine the optimized expected optimal charging power for the vehicle to be charged.

[0063] When the vehicle returns to charge, the second charging power should be as close as possible to the optimized desired optimal power, effectively improving vehicle charging efficiency and shortening charging time. If the vehicle has never been charged at the charging station or any other charging station linked to it, the requested power in the vehicle's charging information can be used as the desired optimal charging power to maximize vehicle charging efficiency.

[0064] Therefore, in this embodiment, it is possible to first determine whether there is a matching charging model that can provide the corresponding expected optimal charging power based on the vehicle attribute information. If so, the second charging power is determined using the expected optimal charging power and the trained cloud-based power allocation model; if not, the expected optimal charging power is determined based on the requested power in the vehicle charging information, and the second charging power is determined using the expected optimal charging power and the trained cloud-based power allocation model.

[0065] The above technical solution of this embodiment obtains the vehicle attribute information of each vehicle to be charged, and determines the second charging power based on the vehicle charging information and the vehicle attribute information, so that the determination of the second charging power can refer to the historical charging data of the historical charging process, and can also refer to the requested power when there is no historical charging data to refer to, thereby ensuring good charging power adaptation accuracy, effectively achieving the vehicle's charging peak power, improving charging efficiency and shortening charging time.

[0066] Optionally, the step of determining the second charging power according to the vehicle charging information and the vehicle attribute information may be further optimized into the following steps:

[0067] b21) querying a charging model database based on the license plate number and vehicle model information. If a matching target charging model exists in the charging model database, inputting the vehicle charging information into the target charging model to obtain the expected optimal charging power; the target charging model is obtained by pre-iteratively training a neural network model with a charging sample data set.

[0068] The charging model database can be understood as a database storing charging models. Each charging model is associated with at least one vehicle to be charged, and the charging model can be stored in association with the vehicle attribute information of the vehicle to be charged. The charging sample dataset can include historical charging data of the vehicle to be charged corresponding to the target charging model during its historical charging process, such as historical vehicle charging information and historically allocated charging power. It can also include the optimal charging power obtained using an optimization algorithm based on the historical charging data.

[0069] In this embodiment, in order to accurately and quickly determine whether a matching target charging model exists for the vehicle to be charged, the charging model database may be queried based on the license plate number and vehicle model information of the vehicle to be charged.

[0070] Understandably, even with consistent vehicle model information, battery status may vary between vehicles. Factors such as battery health, age, and number of charge and discharge cycles affect charging power. Furthermore, even with consistent license plate numbers, there's no guarantee that the vehicle has been altered. Using an incompatible charging power can pose a significant safety risk. Therefore, if either the license plate number or vehicle model information doesn't match, it can be assumed that a matching target charging model doesn't exist.

[0071] In this embodiment, when a matching target charging model exists in the charging model database, the vehicle charging information is input into the target charging model to obtain the expected optimal charging power corresponding to the current battery temperature and requested power.

[0072] It should be noted that the expected optimal charging power obtained based on the target charging model can be understood as a power curve that varies with the charging time, so that the vehicle to be charged is charged from the initial power to the target power. Because the charging power required by the vehicle to be charged during the charging process is not static, the requirements at different stages may vary. For example, when the vehicle to be charged is just connected to the charger, the battery power is low and a higher power may be required for rapid energy replenishment; when it is close to full, in order to protect the battery, it may be necessary to reduce the power and charge slowly. At the same time, the vehicle charging information of the vehicle to be charged (such as the current remaining battery power, battery temperature, and requested power, etc.) is not fixed and unchanging, but will be dynamically updated as the charging time progresses. Therefore, the target charging model can periodically obtain the current real-time vehicle perception information of the vehicle to be charged through the edge end, and update the expected optimal charging power based on the vehicle charging information therein, thereby ensuring that the target charging power can flexibly adapt to the charging needs of the vehicle to be charged at different stages of the charging process.

[0073] b22) If there is no matching target charging model in the charging model database, the requested charging power in the vehicle charging information is used as the expected optimal charging power.

[0074] In this embodiment, if there is no matching target charging model in the charging model database, the current real-time vehicle perception information of the vehicle to be charged can be obtained in real time or periodically through the edge end, and the expected optimal charging power can be updated based on the requested charging power in the vehicle perception information to ensure that the target charging power can flexibly adapt to the real-time charging needs of the vehicle to be charged.

[0075] b23) inputting the expected optimal charging power into a cloud-based power allocation model to obtain a second charging power; the cloud-based power allocation model is constructed based on the charging cost, charging power, charging time, and / or charging load forecast data, and the charging load forecast data is obtained based on the forecast model.

[0076] In this embodiment, the prediction model is obtained by iteratively training a neural network model using a historical sample dataset. The historical sample dataset includes: historical charging station load data, historical weather data, peak and valley electricity price data, and / or holiday data. The prediction model can be a long short-term memory neural network.

[0077] For example, the cloud power allocation model can be expressed as:

[0078] J=ω c ·J c +ω p ·J p +ω t ·J t +ω l ·J l ;

[0079]

[0080]

[0081] J l =max(0,P total -P forecast )+1000·max(0,P forecast -P max );

[0082] Where J is the total objective function value, the smaller it is, the better the second charging power is; c It is a function constructed from the perspective of obtaining maximum benefits by considering charging costs, and different service fees are charged based on different peak and valley electricity prices to obtain maximum benefits; J p It is a function constructed from the perspective of considering the closest expected optimal charging power; J t It is a function constructed from the perspective of minimizing the overall charging time; ω c It's J c The weight value of ω p It's J p The weight value of ω t It's J t The weight value of ω l It's J l The weight value of ω c +ω p +ω t +ω l =1;P i is the second charging power of the i-th vehicle to be charged, in kilowatts; Δt i is the charging time of the i-th vehicle to be charged, in hours; Price i is the charging station service fee per unit time for the i-th vehicle to be charged, in RMB / kWh; n is the total number of vehicles to be charged; P expected，i is the expected optimal charging power of the i-th vehicle to be charged, in kilowatts; max(a, b) is a function that returns the larger value of a and b; E i is the required charging capacity of the i-th vehicle to be charged, in kilowatt-hours; J l It is a function constructed from the perspective of future load; P total The total charging power provided by the charging station, in kilowatts, P forecast The charging load forecast data for the preset time period (such as 15 minutes) in the future is in kilowatts, P forecast The prediction model trained above can be used to determine the current load data, weather data, peak and valley electricity price data, and / or holiday data of the charging station;max It is the maximum total output power that the charging station can provide, in kilowatts.

[0083] It is understandable that since the expected optimal charging power changes as the charging process progresses, the charging cost, charging load forecast data, and the number and type of vehicles to be charged in the charging station will also change over time. Therefore, update conditions (such as update cycle or obtaining updated expected optimal charging power) can be set for the cloud power allocation model. When it is detected that the update conditions are met, the cloud power allocation model updates the second charging power and sends the updated second charging power to the edge end to update the target charging power and charging control information, thereby achieving real-time dynamic power adaptation for the vehicles to be charged, ensuring the safety, economy and efficiency of the vehicles to be charged throughout the entire charging process.

[0084] In an optional embodiment, after inputting vehicle charging information into the target charging model, an optimal battery temperature value can also be obtained. Accordingly, the method further includes detecting an anomaly in the target charging model and, upon detection and confirmation of an anomaly, adjusting and updating the target charging model.

[0085] Specifically, after the second charging power is first delivered to the edge, the current real-time battery temperature of the vehicle to be charged is periodically acquired. After the vehicle to be charged completes charging, an actual battery temperature curve is generated based on the acquired battery temperature values. Furthermore, when the target charging model outputs the expected optimal charging power, it can also output the optimal battery temperature value. The optimal battery temperature value can be understood as the theoretical battery temperature value when charging at the expected optimal charging power, determined based on the expected optimal charging power. An optimal battery temperature curve can be generated based on the optimal battery temperature values.

[0086] Then, the mean absolute error (MAE) between the optimal battery temperature curve and the actual battery temperature curve is determined. If the MAE exceeds an error threshold, the error exceeding the threshold during the current charging process is recorded in the charging history of the vehicle to be charged. A determination is then made as to whether the number of consecutive times the error threshold has been exceeded in the charging history of the vehicle to be charged exceeds a preset threshold. If so, the target charging model is adjusted and updated based on historical vehicle charging information. For example, if the MAE between the optimal temperature curve and the battery temperature curve exceeds 15% three times in a row, an adjustment and update of the target charging model is triggered.

[0087] The adjustment and update process may include feature extraction of historical vehicle charging information and review of the extracted features. After the review is passed, training samples are generated based on the feature information obtained by feature extraction, the target charging model is adjusted and updated based on the training samples, and the adjusted and updated target charging model is tested. If the test passes, the adjusted and updated target charging model will be deployed.

[0088] It is understandable that although the cloud sends the second charging power to the edge end, it is expected to charge the vehicle to be charged with the second charging power. However, due to the limitation of the maximum power of the power module in the charging station and / or the limitation of the number of power modules in the charging station, the actual charging power of the vehicle to be charged may not be the second charging power. At this time, the average absolute error between the actual battery temperature curve and the optimal battery temperature curve corresponding to the vehicle to be charged may exceed the error threshold. However, this itself is not a problem with the target charging model. Therefore, when reviewing the extracted features, by analyzing the actual charging power-related features, it can be determined that the reason why the average absolute error exceeds the error threshold is not due to the target charging model, thereby giving a judgment result of failure to pass the review and avoiding unreasonable adjustments to the target charging model.

[0089] The above technical solution of this embodiment queries the charging model database according to the license plate number and vehicle model information. When there is a matching target charging model in the charging model database, the second charging power is obtained by utilizing the expected optimal charging power optimized by the target charging model and the cloud power allocation model. Through dynamic power allocation, the utilization rate of the charging module is improved, and the supercharging model of the high-voltage platform can effectively reach the peak charging power of the vehicle, shortening the overall charging time. At the same time, the service fee and predicted load of the dynamic charging station are introduced to reduce the overall power fluctuation of the charging station, and the peak shaving and valley filling effect is significant.

[0090] S230: Determine charging control information according to the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and send the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

[0091] The above technical solution of this embodiment can determine a more reasonable power module allocation scheme through the optimized target charging power, and then determine more reasonable charging control information, so as to charge the vehicle to be charged more efficiently and safely.

[0092] In an optional embodiment, the method further comprises:

[0093] If the second charging power is not received within the set time, the vehicle charging information in the vehicle perception information is obtained, and the set processing algorithm is called to analyze the charging demand of the vehicle charging information to obtain the first charging power of the vehicle to be charged, and the first charging power is used as the target charging power.

[0094] It is understandable that since the charging power will change with the charging status of the vehicle during the charging process, the communication between the edge and the cloud may be interrupted or delayed due to various reasons, or the model deployed on the cloud may take a long time to process complex calculations. Therefore, in order to ensure the reliability and availability of the charging power, the time can be set in advance to provide a better charging solution for the vehicle to be charged after the set time has expired, so that when the second charging power feedback from the cloud is not received, a higher charging power adaptation accuracy can still be guaranteed.

[0095] In this embodiment, if the second charging power is not received within the set time, the vehicle charging information in the vehicle perception information can be efficiently analyzed at the edge by calling the set processing algorithm to obtain the first charging power of the vehicle to be charged, and the first charging power is first used as the target charging power. After the second charging power is received, the target charging power is updated using the second charging power.

[0096] In order to ensure the accuracy and timeliness of the cloud's determination of the second charging power, and to ensure the timeliness of the edge's update of the target charging power, for example, the cloud can be set to send the second charging power every 10 seconds, and the edge can update the target charging power every 200 milliseconds. The target charging power can be updated with the first charging power because the second charging power is not received within the set time, or it can be updated with the second charging power after receiving the second charging power.

[0097] The above technical solution of this embodiment, by calling the set processing algorithm to obtain the first charging power of the vehicle to be charged when the second charging power is not received within the set time, and using the first charging power as the target charging power, can still achieve dynamic power allocation, improve the utilization rate of the charging module, ensure the charging efficiency and reliability of the charging station, and enhance the user experience.

[0098] In order to better understand the charging power distribution method provided by an embodiment of the present invention, a specific example is given here. Figure 3 This is a schematic diagram of the principle of a charging power distribution method provided by an embodiment of the present invention. Figure 3 As shown in the figure, when a charging vehicle is connected to the charging station, the charging station obtains the vehicle perception information of the charging vehicle and feeds the vehicle perception information back to the edge. After receiving the vehicle perception information, the edge can send the vehicle perception information to the cloud.

[0099] The cloud can determine the vehicle attributes of the vehicle to be charged based on the vehicle appearance information in the vehicle perception information. If the vehicle attributes are successfully determined, the charging model database is queried based on the vehicle attributes. If a matching target charging model exists in the charging model database, the vehicle charging information in the vehicle perception information is input into the target charging model to obtain the expected optimal charging power.

[0100] If the vehicle attribute information fails to be determined or there is no matching target charging model in the charging model database, the requested charging power in the vehicle charging information is used as the expected optimal charging power. The expected optimal charging power is then input into the cloud power allocation model to obtain a second charging power, which is then fed back to the edge.

[0101] The edge end may use the received second charging power as the target charging power to determine charging control information according to the target charging power, and send the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

[0102] If the edge does not receive the second charging power within the set time, it can obtain the vehicle charging information from the vehicle sensing information, invoke a set processing algorithm to analyze the charging requirements of the vehicle charging information, and obtain the first charging power of the vehicle to be charged, using the first charging power as the target charging power. Then, based on the target charging power, it determines charging control information and sends it to the charging station, so that the charging station charges the vehicle to be charged based on the charging control information. After receiving the second charging power, it uses the second charging power to update the target charging power, re-determines the charging control information, and sends the re-determined charging control information to the charging station, so that the charging station charges the vehicle to be charged based on the re-determined charging control information.

[0103] For each vehicle to be charged, during the charging process of the vehicle to be charged, when the preset cycle or preset conditions are met, the charging station can re-acquire the current real-time vehicle perception information (or vehicle charging information) of the vehicle to be charged, and repeat the relevant steps of feeding back the acquired information to the edge end, thereby updating the target charging power and charging control information of the vehicle to be charged, so as to realize real-time dynamic power adaptation of the vehicle to be charged.

[0104] Example 3

[0105] Figure 4 This is a flow chart of a method for determining charging control information in a charging power distribution method provided by an embodiment of the present invention. This embodiment refines the method for determining charging control information in the above embodiment. The technical features that are the same or similar to those in the above embodiment are not repeated here. Figure 4As shown, the method includes:

[0106] S410: Receive vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determine a target charging power to be allocated to the vehicle to be charged according to the vehicle perception information.

[0107] S420: Determine a basic allocation quantity of power modules allocated to the vehicle to be charged according to the target charging power and the maximum output power;

[0108] Among them, the basic allocation quantity can be understood as the allocation quantity of power modules initially determined for each vehicle to be charged, taking into account only the target charging power of the vehicle to be charged and the maximum output power of each power module. Since the allocated power modules must be an integer number, based on actual conditions and different rounding rules, the total basic allocation quantity may be less than, equal to, or greater than the total number of power modules in the charging station.

[0109] In this embodiment, to ensure that each vehicle to be charged has a certain amount of power, that is, to allocate a certain number of power modules, the basic allocation quantity is determined based on the condition that each power module operates at its maximum output power. The target charging power for each vehicle to be charged is divided by the maximum output power of the power module to obtain a quotient. Since the quotient may not be an integer, it is rounded up or down to determine the basic allocation quantity of power modules allocated to the vehicle to be charged.

[0110] In an optional embodiment, the basic allocation number of power modules allocated to the vehicle to be charged according to the target charging power and the maximum output power can be specifically optimized as follows:

[0111] a3) Round up the quotient of the target charging power and the maximum output power to obtain the basic allocation quantity.

[0112] In this embodiment, in order to charge the vehicle to be charged at the target charging power as much as possible and improve the charging efficiency, the quotient is first rounded up.

[0113] S430: Determine a target allocation quantity of power modules allocated to the vehicles to be charged according to the basic allocation quantity and the total number of power modules.

[0114] The target allocation quantity can be considered as the power modules actually to be allocated to the vehicles to be charged, and the sum of the target allocation quantities cannot exceed the total number of power modules in the charging station.

[0115] It is understandable that since the basic allocation quantity is determined based on the maximum output power, in cases where there are few vehicles to be charged and / or the target charging power of each vehicle to be charged is small, the total basic allocation quantity may be less than the total number of power modules; while in cases where there are many vehicles to be charged and / or the target charging power of each vehicle to be charged is large, the total basic allocation quantity may be greater than the total number of power modules; in other cases, the total basic allocation quantity may just be equal to the total number of power modules.

[0116] In order to ensure that the total basic allocation quantity does not exceed the total number of power modules and to fully utilize the power modules in the charging station, in this embodiment, the target allocation quantity of power modules allocated to the vehicles to be charged is determined based on the basic allocation quantity and the total number of power modules. For example, if the total basic allocation quantity is greater than the total number of power modules, the basic allocation quantity is reduced; if the total basic allocation quantity is less than the total number of power modules, the basic allocation quantity is increased, so as to fully utilize each power module, reduce the operating temperature of the power module, extend the life of the power module, and improve charging safety.

[0117] In an optional embodiment, the determination of the target allocation quantity of power modules allocated to the vehicle to be charged based on the basic allocation quantity and the total number of power modules may be specifically implemented as follows:

[0118] a4) If the total basic allocation quantity is equal to the total number of power modules, the basic allocation quantity of the vehicles to be charged is determined as the target allocation quantity; the total basic allocation quantity is the sum of the basic allocation quantities of all vehicles to be charged.

[0119] In this embodiment, if the total basic allocation quantity is equal to the total number of power modules, it indicates that the total basic allocation quantity has satisfied the requirement of not exceeding the total number of power modules and there are no remaining unallocated power modules to be allocated. In this case, the basic allocation quantity of the vehicle to be charged can be directly determined as the target allocation quantity.

[0120] b4) If the total basic allocation quantity is less than the total number of power modules, the target allocation quantity is determined based on the target charging power of the vehicle to be charged, the total number of power modules, and each basic allocation quantity.

[0121] In this embodiment, if the total basic allocation quantity is less than the total number of power modules, it indicates that there are still a remaining allocation quantity of unallocated power modules in the charging station. In order to ensure that vehicles to be charged with high charging power requirements can be allocated more power modules and charged at the target charging power as much as possible, thereby improving the overall charging efficiency of the charging station and shortening the overall charging time, the remaining allocation quantity of unallocated power modules can be allocated, and the supplementary allocation quantity of unallocated power modules allocated to each vehicle to be charged can be determined. The target allocation quantity of each vehicle to be charged is determined by adding the supplementary allocation quantity and the basic allocation quantity corresponding to each vehicle to be charged. Among them, the remaining allocation quantity can be understood as the number of unallocated power modules that are not allocated in the charging station. The supplementary allocation quantity can be understood as the number of power modules actually allocated to the vehicles to be charged on the basis of the basic allocation quantity.

[0122] In an optional embodiment, the method for determining the supplementary allocation quantity for each vehicle to be charged can be: first, determining the charging power ratio of each vehicle to be charged, where the charging power ratio is the ratio of the target charging power of the vehicle to be charged to the total target charging power of each vehicle to be charged.

[0123] For example, there are three vehicles to be charged, and the target charging powers are P1, P2, and P3 respectively. The charging power ratio of the first vehicle to be charged can be expressed as The charging power ratio of the second vehicle to be charged can be expressed as The charging power ratio of the second vehicle to be charged can be expressed as

[0124] Next, the product values ​​of each charging power ratio and the remaining allocated quantity are determined, and each product value is rounded up to obtain the pre-supplementary quantity of power modules expected to be allocated to each vehicle to be charged. The pre-supplementary quantity can be considered as the theoretical value of the power modules expected to be additionally allocated to each vehicle to be charged on the basis of the basic allocated quantity.

[0125] Then, the total pre-replenishment quantity is compared with the remaining allocated quantity. If the comparison result shows that the total pre-replenishment quantity is equal to the remaining allocated quantity, for each vehicle to be charged, the pre-replenishment vehicle of the vehicle to be charged is determined as the supplementary allocated quantity of the vehicle to be charged. If the comparison result shows that the total pre-replenishment quantity is greater than the remaining allocated quantity, the pre-replenishment quantity of each vehicle to be charged can be reduced by 1 in order of the target charging power from small to large, until the total pre-replenishment quantity is equal to the remaining allocated quantity, at which point the pre-replenishment vehicle of the vehicle to be charged is determined as the supplementary allocated quantity of the vehicle to be charged for each vehicle to be charged.

[0126] For example, if the comparison result shows that the total pre-supplement quantity is greater than the remaining allocated quantity, the pre-supplement quantity of the vehicle to be charged with the lowest target charging power can be reduced by 1 to update the pre-supplement allocated quantity, and the updated total pre-supplement allocated quantity can be calculated. If the updated total pre-supplement allocated quantity is equal to the remaining allocated quantity, the pre-supplement vehicles of the vehicle to be charged can be determined as the supplementary allocated quantity of the vehicle to be charged for each vehicle to be charged. If the updated total pre-supplement allocated quantity is still greater than the remaining allocated quantity, the pre-supplement quantity of the vehicle to be charged with the second lowest target charging power can be reduced by 1 to update the pre-supplement allocated quantity, the updated total pre-supplement allocated quantity can be calculated, and the size relationship between the total pre-supplement allocated quantity and the remaining allocated quantity can be re-determined, and so on, until the updated total pre-supplement allocated quantity is equal to the remaining allocated quantity, then the pre-supplement vehicles of the vehicle to be charged can be determined as the supplementary allocated quantity of the vehicle to be charged for each vehicle to be charged.

[0127] For example, if the pre-supplement quantities of three vehicles to be charged are A1, A2, and A3, respectively, where A1 corresponds to the vehicle to be charged with the highest target charging power, and A3 corresponds to the vehicle to be charged with the lowest target power, the remaining allocated quantity is S. If the comparison result shows that the total pre-supplement quantity is greater than the remaining allocated quantity, A3' can be obtained by first calculating A3-1. If A1+A2+A3'=S, A1, A2, and A3' are respectively determined as the supplementary allocated quantities for the corresponding vehicles to be charged. If A1+A2+A3'>S, A2' can be obtained by calculating A2-1, and then it is further determined whether A1+A2'+A3' is equal to S. If it is still greater, A1-1 is continued. It can be understood that when the pre-supplement quantity of all vehicles to be charged is reduced by 1, it is equivalent to rounding down the product of each charging power ratio and the remaining allocated quantity. Therefore, it can be ensured that the total pre-supplement quantity is equal to the remaining allocated quantity.

[0128] In another alternative embodiment, the method for determining the replenishment quantity allocated to each vehicle to be charged may also include determining the charging power ratio of each vehicle to be charged, calculating the product of each charging power ratio and the remaining allocation quantity, rounding down each product value to obtain the estimated pre-replenishment quantity of power modules to be allocated to each vehicle to be charged. The total pre-replenishment quantity is then compared with the remaining allocation quantity.

[0129] If the comparison result is that the total pre-replenishment quantity is equal to the remaining allocation quantity, then for each vehicle to be charged, the pre-replenishment vehicle of the vehicle to be charged is directly determined as the supplementary allocation quantity of the vehicle to be charged; if the comparison result is that the total pre-replenishment quantity is less than the remaining allocation quantity, the pre-replenishment quantity of each vehicle to be charged can be added by 1 in descending order according to the target charging power until the total pre-replenishment quantity is equal to the remaining allocation quantity, then for each vehicle to be charged, the pre-replenishment vehicle of the vehicle to be charged is determined as the supplementary allocation quantity of the vehicle to be charged.

[0130] For example, if the comparison result shows that the total pre-supplement quantity is less than the remaining allocation quantity, the pre-supplement quantity of the vehicle to be charged with the highest target charging power can be increased by 1 to update the pre-supplement allocation quantity, and the updated total pre-supplement allocation quantity can be calculated. If the updated total pre-supplement allocation quantity is equal to the remaining allocation quantity, the pre-supplement vehicles of the vehicle to be charged can be determined as the supplementary allocation quantity of the vehicle to be charged for each vehicle to be charged. If the updated total pre-supplement allocation quantity is still less than the remaining allocation quantity, the pre-supplement quantity of the vehicle to be charged with the second highest target charging power can be increased by 1 to update the pre-supplement allocation quantity, the updated total pre-supplement allocation quantity can be calculated, and the size relationship between the total pre-supplement allocation quantity and the remaining allocation quantity can be re-determined, and so on, until the updated total pre-supplement allocation quantity is equal to the remaining allocation quantity, then the pre-supplement vehicles of the vehicle to be charged can be determined as the supplementary allocation quantity of the vehicle to be charged for each vehicle to be charged.

[0131] In another optional embodiment, the method for determining the supplementary allocation quantity for each vehicle to be charged can also be: for the remaining allocated number of unallocated power modules, one or more rounds of allocation are performed in order of target charging power from large to small, until the number of unallocated power modules is 0, and the number of unallocated power modules allocated to the vehicles to be charged is determined as the supplementary allocation quantity for the corresponding vehicles to be charged. Exemplarily, a piece of the remaining allocated number of unallocated power modules is first allocated to the vehicle to be charged with the largest target charging power. If the unallocated power modules have been allocated at this time, the number of unallocated power modules allocated to the vehicle to be charged can be determined as the supplementary allocation quantity for the corresponding vehicles to be charged, that is, the supplementary allocation quantity for the vehicle to be charged with the largest target charging power is 1, and the supplementary allocation quantity for the remaining vehicles to be charged is 0. If there are still unallocated power modules at this time, an unallocated power module will be allocated to the vehicle to be charged with the second largest target charging power, and it will be determined whether there are still unallocated power modules. This process will be repeated until the number of unallocated power modules reaches 0 or the first round of allocation is completed. If the unallocated power modules have been allocated in the first round of allocation, the number of unallocated power modules allocated to the vehicle to be charged can be determined as the supplementary allocation number for the corresponding vehicle to be charged. If there are still unallocated power modules after the first round of allocation is completed, the next round of allocation will be continued according to the first round of allocation until the number of unallocated power modules reaches 0, and the number of unallocated power modules allocated to the vehicle to be charged will be determined as the supplementary allocation number for the corresponding vehicle to be charged.

[0132] In another optional embodiment, the method for determining the supplementary allocation quantity of each vehicle to be charged can also be: determine the quotient of the remaining allocation quantity and the total number of vehicles to be charged, and round the quotient down to obtain the first equal distribution quantity M1. First, M1 unallocated power modules are allocated to each vehicle to be charged. If there are no unallocated power modules after the allocation, that is, the number of unallocated power modules is 0, then for each vehicle to be allocated, the first equal distribution quantity is determined as the supplementary allocation quantity of the vehicle to be charged. If there are still unallocated power modules after the allocation, then in descending order of target charging power, first allocate one unallocated power module to the vehicle to be charged with the largest target charging power; if there are still unallocated power modules after the allocation is completed, then allocate one unallocated power module to the vehicle to be charged with the second largest target charging power, and so on, until the number of unallocated power modules is 0, and the number of unallocated power modules allocated to the vehicle to be charged is determined as the supplementary allocation quantity of the corresponding vehicle to be charged.

[0133] In another alternative embodiment, the supplementary allocation quantity for each vehicle to be charged can also be determined by determining the quotient of the remaining allocation quantity and the total number of vehicles to be charged, and rounding up the quotient to obtain a second equal allocation quantity M2. Each vehicle to be charged is allocated M2 unallocated power modules, and the total equal allocation quantity is compared with the remaining allocation quantity. If the comparison result shows that the total equal allocation quantity equals the remaining allocation quantity, the second equal allocation quantity is determined as the supplementary allocation quantity for each vehicle to be charged. If the comparison result is that the total average number is greater than the remaining allocation number, then in order of target charging power from small to large, first reduce the second average number of the vehicle to be charged with the smallest target charging power by 1, update the second average number, and compare the total average number with the remaining allocation number. If the comparison result is that the total average number is still greater than the remaining allocation number, then reduce the second average number of the vehicle to be charged with the second smallest target charging power by 1, update the second average number, and compare the total average number with the remaining allocation number. Repeat this process until the total average number is equal to the remaining allocation number. For each vehicle to be allocated, determine the second average number as the supplementary allocation number of vehicles to be charged.

[0134] c4) If the total basic allocation quantity is greater than the total number of power modules, then for each vehicle to be charged, the basic allocation quantity is updated according to the basic allocation ratio of the vehicle to be charged and the total number of power modules, and the target allocation quantity is determined according to the target charging power of the vehicle to be charged, the total number of power modules, and each basic allocation quantity; or, the basic allocation quantity of each vehicle to be charged is reduced in sequence from the smallest to the largest basic allocation quantity by the same amount, and when the total basic allocation quantity equals the total number of power modules, the basic allocation quantity is determined as the target allocation quantity.

[0135] In this embodiment, if the total basic allocation quantity is greater than the total number of power modules, one implementation method for updating the basic allocation quantity can be: determining the basic allocation ratio of each vehicle to be charged, where the basic allocation ratio is the ratio of the basic allocation quantity of the vehicle to be charged to the total basic allocation quantity of each vehicle to be charged.

[0136] For example, the basic allocation numbers of three vehicles to be charged are n1, n2 and n3 respectively, and the basic allocation ratios of the three vehicles to be charged can be expressed as and

[0137] Then, the product of each basic allocation ratio and the total number of power modules is determined, and each product value is rounded down to the nearest integer to redetermine the basic allocation quantity. For example, continuing with the above example, if the total number of power modules is N, the method for redetermining the basic allocation quantity of each vehicle to be charged can be expressed as: and

[0138] Correspondingly, the method for determining the target allocation number of vehicles to be charged can be: compare the total basic allocation number with the total number of power modules. If the comparison result is that the total basic allocation number is equal to the total number of power modules, then for each vehicle to be charged, the basic allocation number is determined as the target allocation number of the vehicle to be charged. If the comparison result is that the total basic allocation number is less than the total number of power modules, the difference between the total number of power modules and the total basic allocation number is calculated, and the difference is determined as the remaining allocation number. The remaining allocation number is allocated according to the method disclosed in b4), and the supplementary allocation number is determined, and then for each vehicle to be charged, the sum of the basic allocation number and the supplementary allocation number is determined as the target allocation number of the vehicle to be charged.

[0139] In this embodiment, another implementation method for updating the basic allocation quantity may be: determining the basic allocation ratio of each vehicle to be charged, calculating the product of each basic allocation ratio and the total number of power modules, rounding up each product value, and re-determining the basic allocation quantity.

[0140] Accordingly, the target allocation number of vehicles to be charged can be determined by comparing the total basic allocation number with the total number of power modules. If the comparison result shows that the total basic allocation number is equal to the total number of power modules, then for each vehicle to be charged, the basic allocation number is determined as the target allocation number of vehicles to be charged. If the comparison result shows that the total basic allocation number is greater than the total number of power modules, then the basic allocation number of each vehicle to be charged can be reduced by 1 in ascending order of target charging power until the total basic allocation number is equal to the total number of power modules. Then, for each vehicle to be charged, the basic allocation number of vehicles to be charged is determined as the target allocation number of vehicles to be charged.

[0141] In this embodiment, another implementation method of updating the basic allocation number can be: for each vehicle to be charged, determine the quotient of the target charging power and the maximum output power, and round the quotient down to the integer, thereby re-determining the basic allocation number of vehicles to be charged, so that the total basic allocation number is less than or equal to the total number of power modules. Accordingly, the method for determining the target allocation number of vehicles to be charged can be: compare the total basic allocation number with the total number of power modules. If the comparison result is that the total basic allocation number is equal to the total number of power modules, then for each vehicle to be charged, the basic allocation number is determined as the target allocation number of the vehicle to be charged. If the comparison result is that the total basic allocation number is less than the total number of power modules, the difference between the total number of power modules and the total basic allocation number is calculated, and the difference is determined as the remaining allocation number. The remaining allocation number is allocated according to the method disclosed in b4), and the supplementary allocation number is determined, and then for each vehicle to be charged, the sum of the basic allocation number and the supplementary allocation number is determined as the target allocation number of the vehicle to be charged.

[0142] In this embodiment, if the total basic allocation quantity is greater than the total number of power modules, the basic allocation quantity of each vehicle to be charged can be directly reduced by 1 in ascending order according to the target charging power or the basic allocation quantity, until the total basic allocation quantity is equal to the total number of power modules. For each vehicle to be charged, the basic allocation quantity of the vehicle to be charged is determined as the target allocation quantity of the vehicle to be charged.

[0143] For example, the base allocation quantities for three vehicles to be charged are B1, B2, and B3, respectively, where B1>B2>B3, and the total number of power modules is N. If B1+B2+B3>N, B3-1 can be used to obtain B3'. If B1+B2+B3'=N, B1, B2, and B3' are determined as the target allocation quantities for each vehicle to be charged. If B1+B2+B3'>N, B2-1 can be used to obtain B2', and then B1+B2'+B3' can be determined to be equal to N. If it is still greater, the target allocation quantity is determined by B1-1.

[0144] The above technical solution of this embodiment provides a method for ensuring the target allocation quantity for three situations: the total basic allocation quantity is equal to, less than, and greater than the total number of power modules. This improves the utilization rate of the power modules in the charging station, extends the service life of the power modules, and ensures that, without exceeding the total number of power modules, vehicles to be charged with large charging power demands can be allocated more power modules and charged at the target charging power as much as possible, thereby effectively achieving the charging peak power of vehicles to be charged with high charging power demands, improving the overall charging efficiency of the charging station and shortening the overall charging time of the charging station.

[0145] Optionally, in b4) or c4), the step of determining the target allocation quantity based on the target charging power of the vehicle to be charged, the total number of power modules, and each basic allocation quantity can be further optimized into the following steps:

[0146] a5) Rounding up the product of each charging power ratio and the remaining allocated quantity to obtain the pre-supplemented quantity of power modules expected to be allocated to each corresponding vehicle to be charged; the charging power ratio is the ratio of the target charging power of the vehicle to be charged to the total target charging power of all vehicles to be charged; the remaining allocated quantity is the difference between the total number of power modules and the total basic allocated quantity of each basic allocated quantity.

[0147] The remaining allocation quantity can be understood as the number of unallocated power modules in the charging station, and the pre-supplemented quantity can be considered as the theoretical value of additional power modules expected to be allocated to each vehicle to be charged on top of the basic allocation quantity.

[0148] For example, the charging power ratio of the three vehicles to be charged is and The remaining allocation quantity is N1, and the corresponding pre-supplement quantity of each vehicle to be charged can be expressed as

[0149] b5) Determine the supplementary allocation quantity for each vehicle to be charged in descending order of target charging power based on the pre-supplemented quantities and the remaining allocation quantity.

[0150] The supplementary allocation quantity may be understood as the number of power modules actually allocated to the vehicle to be charged in addition to the basic allocation quantity.

[0151] In this embodiment, if the total pre-supplement quantity is equal to the remaining allocated quantity, the pre-supplement quantity of each vehicle to be charged may be determined as its replenishment allocated quantity.

[0152] It is understandable that since the pre-supplement quantity is obtained by rounding up, the total pre-supplement quantity may be greater than the total remaining allocation quantity. Therefore, it is not possible to directly allocate additional power modules to each vehicle to be charged according to the pre-supplement quantity.

[0153] To ensure that vehicles with high charging power requirements are met first, in this embodiment, additional power modules are allocated to each vehicle in descending order of target charging power, using the pre-supplemented quantity. This pre-supplemented quantity is then determined as the supplementary allocation quantity. When the remaining unallocated power modules are insufficient to cover the pre-supplemented quantity for a particular vehicle, the actual number of additionally allocated power modules is determined as the supplementary allocation quantity. Vehicles with no additionally allocated power modules are then assigned a supplementary allocation quantity of 0.

[0154] For example, the target charging powers for the three vehicles A, B, and C to be charged are 3 kW, 2 kW, and 1 kW, respectively. If the remaining allocation quantity is 6, then the pre-supplement quantities for the three vehicles A, B, and C to be charged are 3, 2, and 1, respectively, and the supplementary allocation quantity for each vehicle to be charged is 3, 2, and 1. If the remaining allocation quantity is 5, then the pre-supplement quantities for the three vehicles A, B, and C to be charged are 3, 2, and 1, respectively. In this case, the total pre-supplement quantity is greater than the remaining allocation quantity. The supplementary allocation quantity for vehicle A to be charged can be determined as 3 first, then the supplementary allocation quantity for vehicle B to be charged is determined as 2, and finally the supplementary allocation quantity for vehicle C to be charged is determined as 0.

[0155] c5) For each vehicle to be charged, the sum of the basic allocation quantity and the supplementary allocation quantity is determined as the target allocation quantity.

[0156] The above technical solution of this embodiment determines the pre-supplement quantity according to the charging power ratio, and determines the supplementary allocation quantity according to the pre-supplement quantity for vehicles to be charged with a larger target charging power, so that vehicles to be charged with a larger charging power demand can be preferentially satisfied, thereby effectively achieving the charging peak power of vehicles to be charged with high charging power demand, improving the overall charging efficiency of the charging station and shortening the overall charging time of the charging station. At the same time, it can effectively optimize the temperature of the power module, extend the service life of the power module, improve charging safety, and allow the various functional modules in the charging station to always be in a better operating temperature range, avoiding the output power not meeting expectations due to the power module being close to the temperature usage boundary when the high power output demand arrives.

[0157] S440: Determine power module allocation information for the vehicle to be charged based on the target allocation quantity and the preset score value of each power module in the charging station.

[0158] The preset score value can be understood as a pre-set score for the performance of the power module. The preset score value can be determined based on a certain calculation rule, or based on manual experience and scoring of power module test data, or based on a scoring model. A higher preset score value indicates that the power module has better performance and can participate more in the charging process.

[0159] In this embodiment, power modules with different preset score values ​​can be allocated according to the target allocation quantity of each vehicle to be charged according to preset rules. For each vehicle to be charged, the target allocation quantity of the power modules allocated to the vehicle to be charged, the exact allocated power modules, and the preset score value of each power module can be used as the power module allocation information of the vehicle to be charged.

[0160] Optionally, the preset score value may be determined based on a score model, and the score model may be constructed based on at least one of the temperature, lifespan, maintenance cost, historical failure frequency, and replacement cost of the power module.

[0161] For example, the scoring model can be expressed as:

[0162]

[0163] Among them, s j is the preset score value of the jth power module; ω T and ω L are the weights of temperature and life respectively; T j is the temperature of the jth power module; L j is the life of the jth power module, which can be obtained based on the trained empirical model; M j is the maintenance cost of the jth power module; F jis the historical fault frequency of the jth power module within the set statistical time (such as the total operating time), which can be determined based on the number of faults and the total operating time. If the fault state lasts for a certain time (such as 5 seconds), it can be counted as a fault; C j is the replacement cost of the jth power module.

[0164] In this embodiment, the temperature and life of the power module are introduced to construct a scoring model to achieve comprehensive optimal control of the charging station. Reasonable temperature control can keep each power module in the station in the optimal operating temperature range at all times, reducing the situation where the power module is close to the temperature usage boundary when high power output demand arrives, resulting in the output power not meeting expectations. At the same time, the power module working within a reasonable temperature range will also extend the service life of the power module and improve charging safety and reliability. Life control can provide support for the flexible deployment of power modules with longer remaining life, lower maintenance costs and / or lower historical failure rates in the station to participate more in charging, thereby achieving the optimal life of the power modules of the entire station.

[0165] It is understandable that the preset score value can be updated periodically or in real time, and the power module allocation information will also be updated accordingly.

[0166] In an optional embodiment, the power module allocation information of the vehicle to be charged can be determined based on the target allocation quantity and the preset score value of each power module in the charging station, which can be specifically implemented as follows:

[0167] a6) Determine the priority of allocating power modules to the vehicles to be charged based on the target charging powers.

[0168] The allocation priority can be considered as the order in which the vehicles to be charged are arranged when allocating power modules to the vehicles to be charged.

[0169] In this embodiment, in order to effectively charge the vehicles to be charged with high power requirements at the target charging power and shorten the overall charging time, a higher allocation priority can be given to the vehicles to be charged with larger target charging powers, that is, power modules can be allocated first to the vehicles to be charged with larger target charging powers.

[0170] b6) Determine the power module allocation information according to the allocation priority of each vehicle to be charged, the target allocation quantity, and the sorting order of the preset score values ​​of each power module.

[0171] It is understandable that in order to enable the power modules to be in a more optimal operating temperature range and to optimize the life of the power modules of the entire station, power modules with lower temperatures, longer remaining lifespans, lower maintenance costs and / or lower historical failure rates in the station can be flexibly deployed to participate more in the charging process of vehicles to be charged with greater charging power requirements, so as to avoid the situation where the power modules are close to the temperature usage limit or other performance deficiencies when high power output requirements arrive, resulting in output power not meeting expectations, thereby reducing charging efficiency and affecting the service life of the power modules.

[0172] Therefore, in this embodiment, each power module can be sorted in descending order according to the preset score value of the power module, and the power modules with high preset score values ​​at the top of the ranking are preferentially allocated to the corresponding vehicles to be charged with higher priority according to the target allocation quantity; or each power module can be sorted in ascending order according to the preset score value of the power module, and the power modules with low preset score values ​​at the top of the ranking are preferentially allocated to the corresponding vehicles to be charged with lower priority according to the target allocation quantity.

[0173] S450 , determining the output power of each power module corresponding to the vehicle to be charged according to the power module allocation information, the target charging power, and the maximum output power, and using the power module allocation information and the output power as charging control information.

[0174] In this embodiment, when the total maximum output power that the power module can provide exceeds the target charging power, a certain output power can be allocated to each power module, so that the power module can be fully utilized and output at the maximum power as little as possible, so that it can operate within a reasonable temperature range, extend the service life of the power module, improve charging safety and reliability, and reduce the situation where the power module approaches the temperature usage boundary when high power output demand arrives, resulting in the output power not meeting expectations.

[0175] In an optional embodiment, determining the output power of each power module corresponding to the vehicle to be charged based on the power module allocation information, the target charging power, and the maximum output power may specifically include:

[0176] a7) For each vehicle to be charged, the product of the target allocation quantity and the maximum output power in the power module allocation information is compared with the target charging power.

[0177] In this embodiment, the product of the target allocation quantity and the maximum output power is the total maximum output power that can be provided by each power module allocated to the vehicle to be charged.

[0178] b7) If the product value is less than or equal to the target charging power, the maximum output power is used as the output power of each power module corresponding to the vehicle to be charged.

[0179] In this embodiment, if the product value is less than or equal to the target charging power, it indicates that the allocated power modules cannot or just reach the target charging power according to the maximum power output of the power modules. At this time, in order to charge the vehicle to be charged at the target charging power as much as possible to improve the charging efficiency of the vehicle, the maximum output power is used as the output power of each power module corresponding to the vehicle to be charged.

[0180] c7) Otherwise, a power allocation coefficient for each power module is determined based on the preset score value of each power module corresponding to the vehicle to be charged, and a predetermined output power of each power module corresponding to the vehicle to be charged is determined based on the power allocation coefficient and the target output power; the power allocation coefficient is the ratio of the preset score value of the power module to the total preset score value of each power module to be allocated to the same vehicle to be charged.

[0181] The pre-output power may be understood as the ideal output power allocated to each power module, and the pre-output power may exceed the maximum output power of the power module.

[0182] In this embodiment, if the product value is greater than the target charging power, it indicates that the power modules assigned to the vehicle to be charged have sufficient output power. To maximize the utilization of the power modules assigned to the vehicle to be charged, ensuring that each power module operates within a reasonable temperature range, and thus improving the service life and charging safety of the power modules, the power allocation coefficient for each power module can be determined based on its preset score, and then the estimated output power of each power module can be determined in combination with the target output power.

[0183] For example, if the preset scores of the power modules assigned to the same vehicle are 5, 4, 4, and 1, the power allocation coefficients for the power modules are 5 / 14, 4 / 14, 4 / 14, and 1 / 14. If the target output power is 18 kW, the pre-set output powers are (5 / 14)*18, (4 / 14)*18, (4 / 14)*18, and (1 / 14)*18.

[0184] d7) Determine the output power of each power module corresponding to the vehicle to be charged based on the pre-output power and the maximum output power.

[0185] It is understandable that the pre-output power of the power module may be greater than the maximum output power. At this time, the power module cannot work at the pre-output power and can only work at the maximum output power, which will result in the output power of each module failing to reach the target charging power.

[0186] To avoid this, in this embodiment, the pre-output power is adjusted based on the pre-output power and the maximum output power to determine the actual output power of each power module corresponding to the charging vehicle. For example, the pre-output power and the maximum output power can be compared, and the excess power that cannot be output can be allocated to other power modules according to a specific algorithm.

[0187] The above technical solution of this embodiment, for each vehicle to be charged, compares the product value of the target allocation quantity and the maximum output power in the power module allocation information with the target charging power, and determines the output power of each power module according to the relationship between the product value and the target charging power, so that the output power does not exceed the maximum power, thereby ensuring charging safety, and the total output power can reach the target charging power, thereby effectively improving charging efficiency.

[0188] Optionally, the step of determining the output power of each power module corresponding to the vehicle to be charged according to the pre-output power and the maximum output power can be further optimized into the following steps:

[0189] d71) Each power module is regarded as a power module to be allocated.

[0190] The power modules to be allocated may be considered as power modules whose output power has not yet been exactly allocated.

[0191] d72) Compare the pre-output power of each power module to be allocated with the maximum output power.

[0192] In this embodiment, it is necessary to determine whether each power module to be allocated is allocated a pre-output power that exceeds the maximum output power. The pre-output power of each power module to be allocated can be compared with the maximum output power to confirm whether the pre-output power of all power modules to be allocated is less than or equal to the maximum output power.

[0193] As an optional embodiment, the pre-output power of the power module to be allocated with the highest preset score value can also be compared with the maximum output power. If the pre-output power is less than or equal to the maximum output power, it can be determined that the pre-output powers of all power modules to be allocated are less than or equal to the maximum output power.

[0194] d73) If the comparison result shows that each pre-output power is less than or equal to the maximum output power, each pre-output power is used as the output power of each power module to be allocated.

[0195] In this embodiment, if the comparison result is that each pre-output power is less than or equal to the maximum output power, it indicates that each power can work according to the corresponding pre-output power, and thus can charge the vehicle to be charged at the target charging power. Therefore, each pre-output power can be directly determined as the output power of each power module to be allocated.

[0196] d74) Otherwise, the maximum output power is used as the output power of the power module to be allocated corresponding to the highest preset score value, and the remaining power modules to be allocated are determined as power modules to be allocated, the pre-output power of each power module to be allocated is determined, and the comparison operation of the pre-output power and the maximum output power is returned to be re-executed until there are no remaining power modules to be allocated.

[0197] It is understood that if the comparison result shows that at least one pre-output power is greater than the maximum output power, the pre-output power needs to be readjusted. Because the pre-output power is determined according to the ratio between the preset score values, if the pre-output power of one or more power modules is greater than the maximum output power, the pre-output power of at least one power module with the highest preset score must have exceeded the maximum output power.

[0198] Therefore, in this embodiment, the maximum output power can be used as the output power of a power module to be allocated corresponding to the highest preset score value, and the remaining power modules to be allocated can be determined as power modules to be allocated to re-determine the pre-output power for the power modules to be allocated.

[0199] An optional implementation for re-determining the pre-output power for the power modules to be allocated is to update the power allocation coefficient of each power module to be allocated based on its preset score; and to determine the pre-output power of the corresponding power module to be allocated by multiplying each power allocation coefficient by the remaining target output power. The remaining target output power is the difference between the target output power and the allocated output power, and the allocated output power is the sum of the output powers, with the maximum output power as the output power.

[0200] In this embodiment, after re-determining the pre-output power for the power module to be allocated, return to d72) and re-execute the comparison operation of the pre-output power and the maximum output power, as well as the subsequent execution logic. If the comparison result is that each pre-output power is less than or equal to the maximum output power, then each pre-output power is used as the output power of each power module to be allocated until there are no remaining power modules to be allocated.

[0201] The above technical solution of this embodiment compares the pre-output power of each power module to be allocated with the maximum output power respectively, and adopts different methods to determine the output power of each power module to be allocated for different comparison results, so as to ensure that the output power of each power module to be allocated does not exceed the maximum output power, and the total output power of each power module to be allocated can meet the target charging power, thereby improving the charging efficiency while ensuring charging safety; at the same time, the output power of the power module is determined according to the preset score value, so as to flexibly allocate more power modules with lower temperature, longer remaining life, lower maintenance cost and / or lower historical failure rate in the charging station to participate in charging, effectively achieve the target charging power of the vehicle to be charged, and optimize the overall life of the power modules of the charging station.

[0202] S460: Send the charging control information to the charging station, so that the charging station charges the vehicle to be charged based on the charging control information.

[0203] In this embodiment, the basic allocation number of vehicles to be charged is first determined, and the target allocation number is further determined based on the basic allocation number, so as to improve the utilization rate of the power modules, and the target allocation number is made to give priority to satisfying the vehicles to be charged with high charging power requirements on the basis of not exceeding the total number of power modules, thereby improving the overall charging efficiency of the charging station, and the corresponding power modules are allocated to the vehicles to be charged according to the preset score value of each power module, and then the output power of each allocated power module is determined according to the preset score value, so that the power modules with high preset score values ​​can participate more in the charging process, and the power modules in the charging station are kept in the optimal operating temperature range as much as possible, thereby reducing the situation where the output power does not meet expectations due to the power module being close to the temperature usage boundary when a high power output demand arrives. At the same time, the power module working within a reasonable temperature range can also extend the service life of the equipment and further improve charging safety.

[0204] Example 4

[0205] Figure 5 This is a structural diagram of a charging power distribution device provided by an embodiment of the present invention. Figure 5 As shown, the device is applied to the edge end, the edge end is connected to the charging station, the charging station is provided with multiple power modules, each of the power modules is connected to the charging pile in the charging station, and serves as a charging power source to supply power to the connected charging pile to charge the vehicle to be charged. The device includes: a target charging power determination module 51 and a control information determination module 52, wherein,

[0206] a target charging power determination module 51, configured to receive vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determine a target charging power to be allocated to the vehicle to be charged based on the vehicle perception information;

[0207] The control information determination module 52 is used to determine the charging control information based on the target charging power, the total number of power modules in the charging station and the maximum output power of a single power module in the charging station, and send the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

[0208] This embodiment of the above-mentioned technical solution receives vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determines the target charging power to be allocated to the vehicle to be charged based on the vehicle perception information; determines charging control information based on the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and transmits the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information. Using this method, dynamic optimization of charging power allocation is achieved through vehicle perception information, improving charging efficiency. Simultaneously, based on the number and maximum output power of multiple power modules installed in the charging station and connected to the charging piles in the charging station, charging control information at the target charging power is determined, achieving dynamic optimization of power module allocation, improving power module utilization, avoiding resource waste, and ensuring that the charging power is not limited by the inherent power modules of the charging pile. For supercharging vehicles, the vehicle's peak charging power can be effectively reached, thereby improving vehicle charging efficiency and shortening overall charging time.

[0209] In an optional embodiment, the target charging power determination module 51 may be specifically configured to:

[0210] Obtaining vehicle charging information from the vehicle sensing information;

[0211] A set processing algorithm is called to analyze the charging demand of the vehicle charging information, obtain a first charging power of the vehicle to be charged, and use the first charging power as a target charging power.

[0212] In another optional embodiment, the edge terminal further establishes a connection with the cloud. Accordingly, the target charging power determination module 51 may be specifically configured to:

[0213] The vehicle perception information is sent to the cloud, and a second charging power of the vehicle to be charged determined by the cloud based on the vehicle perception information is received, and the second charging power is used as the target charging power.

[0214] The vehicle perception information includes vehicle appearance information and vehicle charging information;

[0215] Accordingly, determining the second charging power of the vehicle to be charged based on the vehicle perception information includes:

[0216] For each of the vehicles to be charged, determining vehicle attribute information of the vehicle to be charged according to the vehicle appearance information;

[0217] The second charging power is determined according to the vehicle charging information and the vehicle attribute information.

[0218] The vehicle attribute information includes: license plate number and vehicle model information;

[0219] Accordingly, determining the second charging power according to the vehicle charging information and the vehicle attribute information includes:

[0220] querying a charging model database based on the license plate number and vehicle model information; if a matching target charging model exists in the charging model database, inputting the vehicle charging information into the target charging model to obtain a desired optimal charging power; the target charging model is obtained by pre-iteratively training a neural network model with a charging sample data set;

[0221] If there is no matching target charging model in the charging model database, using the requested charging power in the vehicle charging information as the expected optimal charging power;

[0222] The expected optimal charging power is input into a cloud-based power allocation model to obtain the second charging power; the cloud-based power allocation model is constructed based on charging cost, charging power, charging time and / or charging load prediction data, and the charging load prediction data is obtained based on the prediction model.

[0223] Furthermore, the target charging power determination module 51 may be further configured to:

[0224] If the second charging power is not received within the set time, the vehicle charging information in the vehicle perception information is obtained, and the set processing algorithm is called to analyze the charging demand of the vehicle charging information to obtain the first charging power of the vehicle to be charged, and the first charging power is used as the target charging power.

[0225] Furthermore, the control information determination module 52 may specifically include:

[0226] a first quantity determination submodule, configured to determine a basic allocation quantity of power modules allocated to the vehicle to be charged according to the target charging power and the maximum output power;

[0227] a second quantity determination submodule, configured to determine a target allocation quantity of power modules allocated to the vehicle to be charged according to the basic allocation quantity and the total number of power modules;

[0228] an allocation information determination submodule, configured to determine the power module allocation information of the vehicle to be charged according to the target allocation quantity and a preset score value of each power module in the charging station;

[0229] A control information determination submodule is used to determine the output power of each power module corresponding to the vehicle to be charged according to the power module allocation information, the target charging power and the maximum output power, and use the power module allocation information and the output power as the charging control information.

[0230] Furthermore, the first quantity determination submodule may be specifically configured to:

[0231] The quotient of the target charging power and the maximum output power is rounded up to obtain the basic allocation quantity.

[0232] Furthermore, the second quantity determination submodule may specifically include:

[0233] a first target quantity determination unit, configured to determine the basic allocation quantity of the vehicles to be charged as a target allocation quantity if the total basic allocation quantity is equal to the total number of power modules; the total basic allocation quantity being the sum of the basic allocation quantities of the vehicles to be charged;

[0234] a second target quantity determination unit, configured to determine the target allocation quantity according to the target charging power of the vehicle to be charged, the total number of power modules, and each of the basic allocation quantities if the total basic allocation quantity is less than the total number of power modules;

[0235] A third target quantity determination unit is configured to update the basic allocation quantity for each vehicle to be charged according to the basic allocation ratio of the vehicle to be charged and the total number of power modules if the total basic allocation quantity is greater than the total number of power modules, and determine the target allocation quantity according to the target charging power of the vehicle to be charged, the total number of power modules and each basic allocation quantity; or, reduce the basic allocation quantity of each vehicle to be charged by the same amount in order from small to large according to the basic allocation quantity, and determine the basic allocation quantity as the target allocation quantity when the total basic allocation quantity is equal to the total number of power modules; the basic allocation ratio is the ratio of the basic allocation quantity of the vehicle to be charged to the total basic allocation quantity of each vehicle to be charged.

[0236] Furthermore, the second target quantity determination unit or the third target quantity determination unit may be specifically configured to:

[0237] The product values ​​of each charging power ratio and the remaining allocation quantity are rounded up to obtain the pre-supplemented quantity of power modules expected to be allocated to each corresponding vehicle to be charged; the charging power ratio is the ratio of the target charging power of the vehicle to be charged to the total target charging power of each vehicle to be charged; the remaining allocation quantity is the difference between the total number of power modules and the total basic allocation quantity of each basic allocation quantity;

[0238] Determining the supplementary allocation quantity of each of the vehicles to be charged in descending order of the target charging power according to the pre-supplemented quantities and the remaining allocation quantities;

[0239] For each of the vehicles to be charged, the sum of the basic allocation quantity and the supplementary allocation quantity is determined as the target allocation quantity.

[0240] Furthermore, the allocation information determination submodule may be specifically used to:

[0241] determining, according to each of the target charging powers, an allocation priority of the power modules to the vehicles to be charged;

[0242] The power module allocation information is determined according to the allocation priority of each of the vehicles to be charged, the target allocation quantity and the sorting order of the preset score values ​​of each of the power modules.

[0243] Furthermore, the control information determination submodule may specifically include:

[0244] a comparing unit, configured to compare, for each of the vehicles to be charged, a product value of the target allocation quantity and the maximum output power in the power module allocation information with the target charging power;

[0245] a first power determination unit, configured to use the maximum output power as the output power of each power module corresponding to the vehicle to be charged if the product value is less than or equal to the target charging power;

[0246] a second power determination unit, configured to determine, if the product value is greater than the target charging power, a power allocation coefficient for each power module according to a preset score value of each power module corresponding to the vehicle to be charged, and determine a pre-output power of each power module corresponding to the vehicle to be charged according to the power allocation coefficient and the target output power; the power allocation coefficient being a ratio of the preset score value of the power module to the total preset score value of each power module to be allocated to the same vehicle to be charged;

[0247] The third power determination unit is configured to determine the output power of each power module corresponding to the vehicle to be charged according to the pre-output power and the maximum output power.

[0248] Furthermore, the third power determination unit may be specifically configured to:

[0249] Using each of the power modules as a power module to be allocated;

[0250] Comparing the pre-output power of each of the power modules to be allocated with the maximum output power respectively;

[0251] If the comparison result shows that each of the pre-output powers is less than or equal to the maximum output power, each of the pre-output powers is used as the output power of each of the power modules to be allocated;

[0252] Otherwise, the maximum output power is used as the output power of the power module to be allocated corresponding to the highest preset score value, and the remaining power modules to be allocated are determined as power modules to be allocated, the pre-output power of each power module to be allocated is determined, and the comparison operation of the pre-output power and the maximum output power is returned to be re-executed until there are no remaining power modules to be allocated.

[0253] Furthermore, the preset scoring value is determined based on a scoring model, and the scoring model is constructed based on at least one of the temperature, lifespan, maintenance cost, historical failure frequency, and replacement cost of the power module.

[0254] The charging power distribution device provided in the embodiment of the present invention can execute the charging power distribution method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0255] Example 5

[0256] A fifth embodiment of the present invention provides an electronic device, a computer-readable storage medium, and a computer program product for executing a charging power distribution method.

[0257] Figure 6 A schematic diagram of the structure of an electronic device 60 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0258] like Figure 6As shown, the electronic device 60 includes at least one processor 61 and a memory, such as a read-only memory (ROM) 62, a random access memory (RAM) 63, etc., which is communicatively connected to the at least one processor 61. The memory stores a computer program that can be executed by the at least one processor. The processor 61 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 62 or the computer program loaded from the storage unit 68 into the random access memory (RAM) 63. Various programs and data required for the operation of the electronic device 60 can also be stored in the RAM 63. The processor 61, ROM 62, and RAM 63 are connected to each other via a bus 64. An input / output (I / O) interface 65 is also connected to the bus 64.

[0259] Multiple components in the electronic device 60 are connected to the I / O interface 65, including an input unit 66, such as a keyboard, a mouse, etc.; an output unit 67, such as various types of displays, speakers, etc.; a storage unit 68, such as a magnetic disk, an optical disk, etc.; and a communication unit 69, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 69 allows the electronic device 60 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0260] The processor 61 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 61 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 61 executes the various methods and processes described above, such as the charging power allocation method.

[0261] In some embodiments, the charging power allocation method may be implemented as a computer program that is tangibly contained in a computer-readable storage medium, such as a storage unit 68. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 60 via the ROM 62 and / or the communication unit 69. When the computer program is loaded into the RAM 63 and executed by the processor 61, one or more steps of the charging power allocation method described above may be performed. Alternatively, in other embodiments, the processor 61 may be configured to execute the charging power allocation method in any other appropriate manner (e.g., by means of firmware).

[0262] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0263] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0264] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0265] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0266] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0267] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0268] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0269] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A charging power distribution method, characterized in that: Applied to an edge end, the edge end establishes a connection with a charging station, the charging station is provided with multiple power modules, each of the power modules is connected to a charging pile in the charging station, and serves as a charging power source to supply power to the connected charging pile to charge the vehicle to be charged. The method includes: receiving vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determining a target charging power to be allocated to the vehicle to be charged based on the vehicle perception information; Charging control information is determined according to the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and the charging control information is sent to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

2. The method according to claim 1, characterized in that The determining, according to the vehicle perception information, the target charging power allocated to the vehicle to be charged includes: Obtaining vehicle charging information from the vehicle sensing information; A set processing algorithm is called to analyze the charging demand of the vehicle charging information, obtain a first charging power of the vehicle to be charged, and use the first charging power as a target charging power.

3. The method according to claim 1, characterized in that The edge terminal also establishes a connection with the cloud. Accordingly, determining the target charging power according to the vehicle perception information includes: The vehicle perception information is sent to the cloud, and a second charging power of the vehicle to be charged determined by the cloud based on the vehicle perception information is received, and the second charging power is used as the target charging power.

4. The method according to claim 3, characterized in that Also includes: If the second charging power is not received within the set time, the vehicle charging information in the vehicle perception information is obtained, and the set processing algorithm is called to analyze the charging demand of the vehicle charging information to obtain the first charging power of the vehicle to be charged, and the first charging power is used as the target charging power.

5. The method according to claim 1, wherein The determining of charging control information according to the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station includes: Determining a basic allocation quantity of power modules allocated to the vehicle to be charged according to the target charging power and the maximum output power; Determining a target allocation quantity of power modules allocated to the vehicle to be charged according to the basic allocation quantity and the total number of power modules; Determining the power module allocation information of the vehicle to be charged according to the target allocation quantity and the preset score value of each power module in the charging station; The output power of each power module corresponding to the vehicle to be charged is determined according to the power module allocation information, the target charging power and the maximum output power, and the power module allocation information and the output power are used as the charging control information.

6. The method according to claim 5, characterized in that The determining, according to the target charging power and the maximum output power, a basic allocation quantity of the power modules allocated to the vehicle to be charged includes: The quotient of the target charging power and the maximum output power is rounded up to obtain the basic allocation quantity.

7. The method according to claim 5, characterized in that The determining, based on the basic allocation quantity and the total number of power modules, a target allocation quantity of the power modules allocated to the vehicle to be charged includes: If the total basic allocation quantity is equal to the total number of power modules, the basic allocation quantity of the vehicles to be charged is determined as the target allocation quantity; the total basic allocation quantity is the sum of the basic allocation quantities of all the vehicles to be charged; If the total basic allocation quantity is less than the total number of power modules, determining the target allocation quantity according to the target charging power of the vehicle to be charged, the total number of power modules and each of the basic allocation quantities; If the total basic allocation quantity is greater than the total number of power modules, for each vehicle to be charged, the basic allocation quantity is updated according to the basic allocation ratio of the vehicle to be charged and the total number of power modules, and the target allocation quantity is determined according to the target charging power of the vehicle to be charged, the total number of power modules and each basic allocation quantity; or, the basic allocation quantity of each vehicle to be charged is reduced in sequence by the same amount in order from small to large according to the basic allocation quantity, and when the total basic allocation quantity is equal to the total number of power modules, the basic allocation quantity is determined as the target allocation quantity; the basic allocation ratio is the ratio of the basic allocation quantity of the vehicle to be charged to the total basic allocation quantity of each vehicle to be charged.

8. The method according to claim 7, characterized in that The determining the target allocation quantity according to the target charging power of the vehicle to be charged, the total number of power modules, and each of the basic allocation quantities includes: The product values ​​of each charging power ratio and the remaining allocation quantity are rounded up to obtain the pre-supplemented quantity of power modules expected to be allocated to each corresponding vehicle to be charged; the charging power ratio is the ratio of the target charging power of the vehicle to be charged to the total target charging power of each vehicle to be charged; the remaining allocation quantity is the difference between the total number of power modules and the total basic allocation quantity of each basic allocation quantity; Determining the supplementary allocation quantity of each of the vehicles to be charged in descending order of the target charging power according to the pre-supplemented quantities and the remaining allocation quantities; For each of the vehicles to be charged, the sum of the basic allocation quantity and the supplementary allocation quantity is determined as the target allocation quantity.

9. The method according to claim 5, characterized in that The determining of the power module allocation information of the vehicle to be charged according to the target allocation quantity and the preset score value of each power module in the charging station includes: determining, according to each of the target charging powers, an allocation priority of the power modules to the vehicles to be charged; The power module allocation information is determined according to the allocation priority of each of the vehicles to be charged, the target allocation quantity and the sorting order of the preset score values ​​of each of the power modules.

10. The method according to claim 5, characterized in that The determining the output power of each power module corresponding to the vehicle to be charged according to the power module allocation information, the target charging power and the maximum output power includes: For each of the vehicles to be charged, comparing the product of the target allocation quantity and the maximum output power in the power module allocation information with the target charging power; If the product value is less than or equal to the target charging power, the maximum output power is used as the output power of each power module corresponding to the vehicle to be charged; Otherwise, a power allocation coefficient of each power module is determined according to the preset score value of each power module corresponding to the vehicle to be charged, and a predetermined output power of each power module corresponding to the vehicle to be charged is determined according to the power allocation coefficient and the target output power; the power allocation coefficient is the ratio of the preset score value of the power module to the total preset score value of each power module to be allocated to the same vehicle to be charged; The output power of each power module corresponding to the vehicle to be charged is determined according to the pre-output power and the maximum output power.

11. The method according to claim 10, characterized in that The determining the output power of each power module corresponding to the vehicle to be charged according to the pre-output power and the maximum output power includes: Using each of the power modules as a power module to be allocated; Comparing the pre-output power of each of the power modules to be allocated with the maximum output power respectively; If the comparison result shows that each of the pre-output powers is less than or equal to the maximum output power, each of the pre-output powers is used as the output power of each of the power modules to be allocated; Otherwise, the maximum output power is used as the output power of the power module to be allocated corresponding to the highest preset score value, and the remaining power modules to be allocated are determined as power modules to be allocated, the pre-output power of each power module to be allocated is determined, and the comparison operation of the pre-output power and the maximum output power is returned to be re-executed until there are no remaining power modules to be allocated.

12. The method according to claim 5, characterized in that The preset score value is determined based on a score model, and the score model is constructed based on at least one of the temperature, lifespan, maintenance cost, historical failure frequency, and replacement cost of the power module.

13. The method according to claim 3, characterized in that The vehicle perception information includes vehicle appearance information and vehicle charging information; Accordingly, determining the second charging power of the vehicle to be charged based on the vehicle perception information includes: For each of the vehicles to be charged, determining vehicle attribute information of the vehicle to be charged according to the vehicle appearance information; The second charging power is determined according to the vehicle charging information and the vehicle attribute information.

14. The method according to claim 13, wherein: The vehicle attribute information includes: license plate number and vehicle model information; Accordingly, determining the second charging power according to the vehicle charging information and the vehicle attribute information includes: querying a charging model database based on the license plate number and vehicle model information; if a matching target charging model exists in the charging model database, inputting the vehicle charging information into the target charging model to obtain a desired optimal charging power; the target charging model is obtained by pre-iteratively training a neural network model with a charging sample data set; If there is no matching target charging model in the charging model database, using the requested charging power in the vehicle charging information as the expected optimal charging power; The expected optimal charging power is input into a cloud-based power allocation model to obtain the second charging power; the cloud-based power allocation model is constructed based on charging cost, charging power, charging time and / or charging load prediction data, and the charging load prediction data is obtained based on the prediction model.

15. A charging power distribution device, characterized in that: Applied to an edge end, the edge end is connected to a charging station, the charging station is provided with multiple power modules, each of the power modules is connected to a charging pile in the charging station, and serves as a charging power source to supply power to the connected charging pile to charge the vehicle to be charged. The device includes: a target charging power determination module, configured to receive vehicle perception information fed back by the charging station relative to the vehicle to be charged, and determine a target charging power to be allocated to the vehicle to be charged based on the vehicle perception information; a control information determination module, configured to determine charging control information based on the target charging power, the total number of power modules in the charging station, and the maximum output power of a single power module in the charging station, and to send the charging control information to the charging station so that the charging station charges the vehicle to be charged based on the charging control information.

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