A centralized control split type charging pile

Abstract

The application relates to the technical field of charging stacks, and discloses a centralized control split type charging stack, which comprises a control unit, a rectifier unit, a multi-matrix power distribution unit, a man-machine interaction unit, an alternating current input unit and a protection unit, the units are coordinated with each other, power can be accurately controlled and switched according to vehicle requirements, electric energy can be efficiently distributed, the charging process can be optimized, the problems of group distribution and lack of economy in traditional schemes can be avoided, and the charging reliability and efficiency and the power utilization rate are improved.

Description

TECHNICAL FIELD

[0001] The charging pile belongs to the technical field of medium-voltage direct-current constant-voltage and constant-current charging intelligent scheduling, and particularly relates to a novel charging pile with economic and flexible intelligent scheduling and a power distribution mode thereof. BACKGROUND

[0002] With policy support and deepening of travel electrification, new energy electric vehicles and their charging technologies have made significant breakthroughs, and the cruising range and battery capacity are continuously increasing. The distribution scheme of traditional integrated charging piles is fixed, and it is difficult to expand and has low possibility, which is difficult to meet the demand of the charging market.

[0003] The existing integrated charging pile is generally divided into one machine and one gun, and one machine and two guns, and mostly adopts a bus type distribution mode, and the power between multiple charging piles cannot be shared. The existing charging pile distribution mode is mostly ring distribution, ring bridge distribution, half-matrix distribution, and full-matrix distribution. The ring and ring bridge distribution modes are not flexible enough and are prone to energy island. The half-matrix scheme cannot realize single power unit distribution in a specific case and is prone to energy waste. The economic cost of the full-matrix scheme is too high, which prolongs the investment return period.

[0004] Therefore, it is necessary to provide a more flexible and economic power distribution method to solve the problem of low charging efficiency in the prior art. We have improved the full-matrix scheme to form the existing multi-matrix distribution scheme.

[0005] It can be seen from Figure 1 that the power scheduling between each adjacent gun in the ring distribution is realized through a switch, and cannot be scheduled across the guns. If the guns are to be scheduled across, the prerequisite is that the middle charging gun cannot be used. The energy link is long and is prone to energy island.

[0006] It can be seen from Figure 2 that the ring bridge is to increase a switch between two non-adjacent charging guns on the basis of the ring. This scheme is not easy to expand, and the cost increases exponentially with the increase in the number of output lines. Moreover, the power module must be bound to an output interface first, and cannot be freely grouped, that is, the power module bound to this line must be used first when this line is used for charging.

[0007] As Figure 3The scheme can be seen that the charging module is first bound to the charging loop, and then the output loop is increased from gun 1 to gun N; then from gun 2, to gun N, the output loop is increased, the power module can only be distributed in groups according to the scheme, and the number of output loops and the number of power module groups are 1:1; that is, there are how many output loops, only how many groups can be grouped, so that a single power module cannot be a group, for example, a common power module is 40kW, a common product of 800kW main cabinet, 12 output loops, then we have 20 modules, then we need to divide 20 power modules into 12 groups, and then bind the groups to the gun, when a road starts to charge, the existing vehicle charging power is commonly 50-60kW, so the scheme will have 2 power modules in a group, that is, 80kW, which will cause 20-30kW of energy waste.

[0008] By Figure 4 It can be seen that each power module has a separate switch to each charging loop, so that on one charging loop, the machine has how many power modules (N), then there will be 2 times the switch on the loop (± pole is needed), with the increase of the charging loop, the cost is multiplied, which is not suitable for the existing charging market. SUMMARY

[0009] The purpose of the present application is to solve the problems of low charging efficiency and high cost in the prior art.

[0010] The purpose of the present application can be achieved by the following technical scheme: a multi-matrix split type charging pile and a power distribution method thereof, characterized by comprising:

[0011] The control unit is divided into a GCU controller, a CCU controller and a TCU controller; the GCU controller controls the power distribution link and the switch switching, and automatically controls the power module output in the optimal way according to the demand sent by the CCU controller;

[0012] The CCU controller controls I / O and charging related functions, and realizes multiple protection in cooperation with sensors.

[0013] The TCU controller communicates with the vehicle BMS, the GCU controller and the operation platform, uploads the charging information to the cloud in real time, which includes the demand information of the vehicle, the output information of the charging pile, the charging capacity, the price, the real-time interaction log, the message and the like, communicates with the man-machine interaction, and displays the charging information on the touch screen.

[0014] Rectifier unit: composed of power module, for power conversion, AC to DC conversion, and according to the control unit instruction output DC, its physical structure and multi-matrix power distribution unit connected with TCU control unit communication, for rectification.

[0015] Multi-matrix power distribution unit: multi-matrix power distribution unit is composed of a plurality of power matrix, each power matrix is composed of PDU output board, and each PDU output board is composed of a plurality of DC relay switch; the multi-matrix power distribution unit carries out energy switching, the head end is connected with the power module, the tail end is connected with the output loop DC bus, the power of the power module is switched to different output loop DC bus through different links, and then transmitted to the vehicle charging port through high-voltage cable and charging gun.

[0016] The man-machine interaction unit adopts LVDS-DVI interface, can display charging data, also has touch function, can manually input data to change charging pile configuration, including but not limited to operation platform configuration, network configuration, protection function configuration and the like.

[0017] The AC input unit is composed of circuit breaker, contactor and other common switches, which is used for power supply of the whole system. The protection unit includes surge protector, fuse, water immersion sensor, smoke sensor, tilt sensor, electric energy meter and other devices, which is connected with the control circuit breaker, output DC bus and CCU controller, aiming to improve the reliability of the whole system.

[0018] Further, the GCU controller needs to be connected with the computer host through Ethernet or RS232 or RS485, for configuring the power model of the charging master cabinet and debugging the distribution function; including but not limited to configuring the type of power module used by the master cabinet, calling logic, whole machine power, output loop number, whether to be equipped with super fast charging interface, output loop soft serial number, manually attracting a relay or a PDU board or a PDU matrix or a plurality of PDU matrix switch relays in the power matrix link, and observing the feedback state, testing the fan speed, manually adjusting the test fan speed, monitoring the power module usage and idle condition, PDU matrix closing condition, checking the communication condition and the like; if there is an external man-machine interaction unit, the operation can be completed on the interactive unit. After the configuration is completed, the TCU controller can be configured.

[0019] Among them, there are three strategies for calling logic, as follows:

[0020] Equal filling mode: the power module is a unit of 30kW or 40kW or 60kW, etc., calculate the number of power modules, first ensure that each output loop has a power module to charge, and the remaining idle power modules are sequentially switched to the charging loop with demand; try to ensure that the number of modules input into each charging loop is the same (when 40kW is a unit and cannot meet the demand of the vehicle), if the remaining idle modules cannot meet the condition of inputting one into each output loop, then preferentially switch to the vehicle that has been charging and has demand, at this time each parking space has a power module input, and 2 remaining power modules, 2 charges first, at this time still needs 3 modules, 3 charges later, at this time also needs 2 modules, then the remaining 2 power modules are evenly distributed, that is, 2 inputs one more module, 3 inputs one more module.

[0021] First-come-first-served mode: first ensure that all output loops being charged have one power input, and the remaining idle power modules are preferentially switched to the output loop with demand, and the first-come-first-served mode is used for distribution, at this time each parking space has a power module input, and 2 remaining power modules, 2 charges first, at this time still needs 3 modules, 3 charges later, at this time also needs 2 modules, then the remaining 2 power modules will be preferentially switched to 2 for use, when 2 is completely satisfied, 3 will be satisfied.

[0022] Designated priority principle, the priority of a certain output loop or several output loops can be set in the background, then when each output loop has at least one power module input, the remaining modules will be switched according to the set priority.

[0023] The further TCU controller can control the output parameters, fault state, communication mode, etc. of the output loop, including but not limited to output voltage, current range, protection threshold, whether the protection function is enabled, communication mode, communication address, CCU interface corresponding function, protection monitoring feedback point state, operation platform parameter, equipment asset number, charging enable mode, matching protocol, etc. After configuration, the device can be put into use.

[0024] Further, the TCU controller first communicates with the vehicle BMS, integrates and reports the charging demand sent by the vehicle, such as charging voltage, current, state, etc. to the operation platform and GCU controller, the GCU controller enables the power module according to the demand sent by the TCU, and uses an algorithm to attract the energy link of the multi-matrix, and switches the energy to the output loop DC bus.

[0025] Further, the CCU controls each interface and opens the output relay after self-checking meets the charging condition, and starts energy transmission.

[0026] Further, the charging pile communication protocol includes:

[0027] CAN2.0 communication, Modbus communication, IIC communication, RS232 communication, LVDS communication, PLC power carrier, RS485 communication, vehicle Ethernet communication.

[0028] Further, the power distribution unit, the power module and the TCU controller and the GCU controller adopt CAN2.0 communication;

[0029] The electric energy meter and the TCU controller adopt RS485 or Modbus communication;

[0030] The card reader and the TCU controller adopt RS232 or IIC communication;

[0031] The vehicle and the TCU adopt CAN2.0 or PLC power carrier or vehicle Ethernet communication;

[0032] The power cabinet display screen and the GCU controller adopt RS232 communication;

[0033] The output loop display screen and the TCU controller adopt LVDS interface.

[0034] In addition, the application also provides a multi-matrix charging pile power switching and distribution method, comprising:

[0035] Through the high-power direct-current GB interface, the vehicle is connected to perform information interaction and energy transmission and control the output, the charging mode is preset by the host, and the GCU controller is realized, and in the equal charging mode, the first-come-first-served mode and the specified priority mode are selected.

[0036] If it is the equal charging mode, the number of charging pile charging loop usage is collected, whether the power input of the charging loop meets the vehicle is calculated, and the idle and use conditions of the power module are monitored, according to the output demand of each charging gun and the power module, the remaining idle module is sequentially input to distribute and output the electric energy of the charging pile.

[0037] If it is the first-come-first-served principle, the use time length of each vehicle end, the order starting charging time and the idle and use conditions of the power module are collected, the demand of the vehicle starting charging earlier is preferentially met, and the idle module is input.

[0038] If it is the specified priority principle, the use time length of each vehicle end, the starting charging time and the demand and the idle and working conditions of the power module are collected, and the module is preferentially switched to the output loop with higher priority.

[0039] Since it is a multi-layer matrix pool allocation scheme, there is no case of power module fixed grouping, and when calling, the power module with less running time is used preferentially, so that the life of the power module tends to be uniform, and the problem of high failure rate of the corresponding module caused by the fact that customers often use certain charging guns is avoided.

[0040] Compared with the prior art, the beneficial effects of the present application are that: firstly, through the cooperation of the GCU controller and the TCU controller, the power module output can be accurately controlled according to the BMS demand sent by the vehicle end, and the multi-layer power matrix energy link can be closed and switched, so that the risk of burning the vehicle caused by the insulation fault of the charging pile end is eliminated, efficient power distribution is realized, the charging logic is optimized, and the problems of low utilization rate of the traditional charging pile and slow charging are avoided; secondly, a variety of flexible charging modes are provided, which can be configured by the operation and management personnel according to the demand of the station; thirdly, all modules are freely grouped, regardless of the number of power modules and the number of charging loops, the distribution is based on a single power module as a unit, and the power module does not need to be bound to the charging loop, so that arbitrary full flexibility free scheduling can be realized, the life of the power module is maximized through algorithm optimization, in addition, the technology implements on-demand distribution, and the power matrix is formed by PDU output boards, when the number of charging loops is expanded, only the number of PDU output boards needs to be expanded, when the number of power modules is expanded, only the number of relay switches on the PDU output boards needs to be expanded, further improving the flexibility and scalability of the system, and the system introduces multiple protections to escort the safety of the whole machine, finally, a man-machine interaction unit and an APP are also provided, so that the user can monitor the charging topic in real time, further enhancing the intelligent management and convenience of the system. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 is a diagram of ring distribution.

[0042] Figure 2 is a diagram of ring bridge distribution.

[0043] Figure 3 is a diagram of half-matrix (non-polar matrix) distribution.

[0044] Figure 4 is a diagram of full-matrix distribution.

[0045] Figure 5 is a system principle block diagram of the matrix split type charging pile implemented by the present application.

[0046] Figure 6 is a double-matrix distribution unit principle diagram provided by the embodiment of the present application.

[0047] Figure 7 is a flowchart of user card swiping start.

[0048] Figure 8is a schematic diagram of another multi-matrix split type direct current charging pile power distribution method of the present application. DETAILED DESCRIPTION

[0049] The following is a specific embodiment of the present application and further describes the technical solutions of the present application in conjunction with the drawings, but the present application is not limited to these embodiments.

[0050] As shown in Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 The multi-matrix centralized control type split charging pile includes:

[0051] The control unit is divided into a GCU controller, a CCU controller and a TCU controller; wherein the GCU controller controls the power distribution link and the switching of the switch, and automatically controls the output of the power module in the optimal mode according to the demand sent by the CCU controller;

[0052] The CCU controller controls the I / O and charging related functions, and realizes multiple protection in cooperation with the sensor.

[0053] The TCU controller communicates with the vehicle BMS, the GCU controller and the operation platform, uploads the charging information to the cloud in real time, which includes the demand information of the vehicle, the output information of the charging pile, the charging capacity, the price, the real-time interaction log, the message and the like, communicates with the man-machine interaction, and displays the charging information on the touch screen.

[0054] The rectifier unit is composed of a power module, converts electrical energy, converts alternating current into direct current, and outputs direct current according to the instruction of the control unit, and its physical structure is connected with the multi-matrix power distribution unit, and communicates with the TCU control unit, which is used for rectification.

[0055] The multi-matrix power distribution unit is composed of a plurality of power matrices, each power matrix is composed of a PDU output board, and each PDU output board is composed of a plurality of direct current relay switches; the distribution unit performs energy switching, the first section is connected with the power module, the tail end is connected with the output loop direct current bus, the power of the power module is switched to different output loop direct current buses through different links, and then transmitted to the vehicle charging port through the high-voltage cable and the charging gun.

[0056] The man-machine interaction unit adopts LVDS-DVI interface, can display charging data, also has touch function, can manually input data to change charging pile configuration, including but not limited to operation platform configuration, network configuration, protection function configuration and the like.

[0057] The AC input unit is composed of common switches such as circuit breakers and contactors, and is used for power supply of the whole system

[0058] The protection unit is composed of surge protectors, fuses, water immersion sensors, smoke sensors, tilt sensors, electric energy meters and the like, and is connected with the control loop short-circuit device and the output DC bus, and the CCU controller, aiming to improve the reliability of the whole system.

[0059] It can be understood that the multi-matrix centralized control split type charging pile of the embodiment optimizes charging efficiency, utilization rate and system reliability in multiple aspects, effectively prolongs the service life of the power module. First, the TCU communicates with the vehicle end to collect vehicle demand, and then communicates with the GCU, which can effectively output accurately according to demand, avoiding output overload and power waste; the distribution density is a single power module, and the power module has a separate energy link to any one charging loop, and any module is freely scheduled, not fixed grouping, so that the DC electric energy of the charging pile is accurately switched to different charging loops, realizing flexible demand for multiple outputs. Second, the algorithm optimization increases the time weight, preferentially calls the power module with less usage time, effectively improves the service life of the power module, and increases the reliability; third, when a module fails, since it is a separate energy link, it will not affect other modules and charging loops, optimizing the user experience. The TCU controller collects charging demand, output information, power information, device status, fault status and the like and uploads the information to the cloud to realize linkage monitoring and remote management, and AI is used to realize 24-hour problem prediction and operation report summary, significantly improving the intelligence of the system. The device is equipped with a card reader, human-computer interaction, indicator lights, lighting lamps and other functions, increasing the user experience. The AC input unit isolation circuit provides power monitoring and leakage protection, ensuring stable operation of the power module in complex network ends; in addition, the device is also redundantly equipped with fire aerosol extinguishing devices, smoke sensors, water immersion sensors, tilt sensors, surge protectors and the like, further improving the reliability and safety of the system, suitable for diversified charging demand, and meeting the development trend of modern electric vehicle charging infrastructure. Figure 7 is the flowchart of user card start, where yellow is communication transmission and black is power transmission; when the user starts charging, the device will be checked by the cloud, and after the check is passed, the TCU controller first communicates with the vehicle BMS, integrates and reports the charging demand such as charging voltage, current and state sent by the vehicle to the operation platform and GCU controller, the GCU controller starts the power module according to the demand sent by the TCU, and uses the algorithm to attract the energy link of the multi-matrix, and the energy is switched to the output loop DC bus, and the CCU controls each interface and opens the output relay after self-checking meets the charging condition, and starts energy transmission.

[0060] In some embodiments of the present application, the centralized control split type charging pile further comprises:

[0061] Lightning arrester unit, mounted at the front end of the AC input line, protects the AC input line and the mounted device;

[0062] Protection unit, including multiple protection sensors, linked with the CCU, for protecting the circuit and device of each unit.

[0063] In some embodiments of the present application, the GCU controller is configured to include the following when the TCU controller sends a request to control the power output of the charging stack:

[0064] Pre-configure the charging mode, control the power module output and calculate the energy link according to the request information and the charging mode, and switch by the PDU output board.

[0065] The request information includes the demand voltage, current, state, maximum allowable parameters, etc. The charging mode includes equal charging mode, first-come-first-served mode and specified priority mode.

[0066] It can be understood that the operator can set different charging modes according to different customer groups in the station, which is more flexible and efficient. Of course, no matter in which mode, at least one power module will be switched for each charging circuit, which optimizes the charging experience of electric vehicle owners and avoids waste.

[0067] When charging, the modules are not fixed in groups and are freely scheduled. There is no priority for calling a certain power module in a certain charging circuit, and power switching will only be performed when the vehicle demand is greater than the power of a single power module and there is a spare power module in the host. This greatly ensures that all charging equipment can work efficiently and stably.

[0068] In some embodiments of the present application, the communication protocol of the charging stack includes:

[0069] CAN2.0 communication, Modbus communication, IIC communication, RS232 communication, LVDS communication, PLC power carrier, RS485 communication, and vehicle-mounted Ethernet communication.

[0070] The power distribution unit, the power module, the TCU controller, and the GCU controller use CAN2.0 communication;

[0071] The electric energy meter and the TCU controller use RS485 or Modbus communication;

[0072] The card reader and the TCU controller use RS232 or IIC communication;

[0073] The vehicle and the TCU use CAN2.0 or PLC power carrier or vehicle-mounted Ethernet communication;

[0074] The power cabinet display screen and the GCU controller adopt RS232 communication;

[0075] The output loop display screen and the TCU controller adopt LVDS interface.

[0076] In another aspect Figure 8 The application also provides a multi-matrix split type direct current charging pile power distribution method, which is applied to the multi-matrix centralized control type split charging pile and includes the following contents.

[0077] 1. If it is the equal charging mode, the charging pile charging loop usage quantity is collected, the power input by the charging loop is calculated to determine whether it meets the vehicle, the idle and usage of the power module are monitored, the output demand of each charging gun and the power module are used to sequentially input the remaining idle module to distribute and output the electric energy of the charging pile.

[0078] 2. If it is the first come first served principle, the usage time length of each vehicle end, the order starting charging time and the idle and usage of the power module are collected, the demand of the vehicle starting charging earlier is preferentially met, and the idle module is input.

[0079] 3. If it is the specified priority principle, the usage time length of each vehicle end, the starting charging time and the demand and the idle and working condition of the power module are collected, and the module is preferentially switched to the output loop with higher priority.

[0080] It can be understood that the dispatching mode of the present application is optimized on the basis of the existing mode and the errors are corrected. Since the rectification function is completed by the rectifier, the real average power cannot be achieved in the equal charging mode, and the power can only be set by the number of rectifiers. Therefore, the average number of single rectifier power is the current equal power, which optimizes the problem that some configurations prefer to meet the front vehicle but the rear vehicle cannot be charged, greatly optimizes the experience of the charging end user, and is easy to expand the liquid cooling. Since the power density of each energy link is a single power module, the current flowing through is small, the relay carrying capacity is smaller than other group distribution modes, and only the size of the direct current bus at the output loop end needs to be increased to increase the current. At the same time, it is convenient to expand the charging loop quantity, and only two PDU output boards need to be added for each added output loop, the positive and negative poles.

[0081] The specific embodiments described herein merely exemplify the spirit of the present application. Those skilled in the art of the present application can make various modifications or supplements to the described specific embodiments or use similar ways to replace them, without departing from the spirit of the present application or exceeding the scope defined by the appended claims.

[0082] Although various terms are used herein, the possibility of using other terms is not excluded. The use of these terms is merely for the convenience of describing and explaining the nature of the present application; it is against the spirit of the present application to interpret them as any kind of additional limitation.

Claims

1. A centralized split charging pile, characterized in that, Comprise: Control unit: divided into GCU controller, CCU controller and TCU controller; Among them, the GCU controller controls the power distribution link and switch switching, automatically controls the power module output according to the demand sent by the CCU controller; the CCU controller controls the I / O and charging related functions, and realizes multiple protection in cooperation with the sensor; the TCU controller communicates with the vehicle BMS, GCU controller and operation platform, uploads the charging information to the cloud in real time, communicates with the man-machine interaction unit, and displays the charging information on the touch screen; Rectifier unit: composed of power module, converts alternating current into direct current, and outputs direct current according to the instruction of control unit, its physical structure is connected with multi-matrix power distribution unit, and communicates with TCU controller, which is used for rectification; Multi-matrix power distribution unit: the multi-matrix power distribution unit is composed of multiple power matrices, each power matrix is composed of a PDU output board, and each PDU output board is composed of a plurality of direct current relay switches; the distribution unit performs energy switching, the first section is connected with the power module, the tail end is connected with the output loop direct current bus, and the power of the power module is switched to different output loop direct current buses through different links, and then transmitted to the vehicle charging port through high-voltage cable and charging gun; The man-machine interaction unit adopts LVDS-DVI interface, can display charging data, also has touch function, can manually input data to change charging pile configuration, including operation platform configuration, network configuration and protection function configuration; The AC input unit includes circuit breaker, contactor and switch assembly, and is used for power supply of the whole system; The protection unit includes surge protector, fuse, water immersion sensor, smoke sensor, tilt sensor, card reader, power cabinet display screen and electric energy meter, which is connected with control circuit, circuit breaker, output loop direct current bus and CCU controller.

2. A centralized split charging stack according to claim 1, characterized in that, The communication protocol of the charging pile comprises: CAN2.0 communication, Modbus communication, IIC communication, RS232 communication, LVDS communication, PLC power carrier, RS485 communication and vehicle Ethernet communication, The multi-matrix power distribution unit, power module and TCU controller, GCU controller adopt CAN2.0 communication; The electric energy meter and TCU controller adopt RS485 or Modbus communication; The card reader and TCU controller adopt RS232 or IIC communication; The vehicle and TCU adopt CAN2.0 or PLC power carrier or vehicle Ethernet communication; The power cabinet display screen and GCU controller adopt RS232 communication.

3. A centralized split charging stack according to claim 1, characterized in that, The multi-power matrix is composed of PDU output board, when expanding the number of charging loops, only the number of PDU output boards needs to be expanded, and when expanding the number of power modules, only the number of relay switches on the PDU output board needs to be expanded.

4. The modular charging pile of claim 1, wherein, All modules are free grouping, regardless of the number of power modules and charging loops, the distribution is based on a single power module as a unit, and the power module does not need to be bound to the charging loop, and arbitrary full flexibility free scheduling can be realized.

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