Charging pile power dynamic allocation method and system

Abstract

The application discloses a kind of charging pile power dynamic allocation method and system, belong to electric vehicle charging management technical field, mainly solve the problem that existing charging pile power is statically allocated according to electric quantity and cannot meet the emergency power supply demand of high-intensity working condition vehicle.The method is divided into three priority order allocation power by obtaining the battery state information of multiple vehicles and according to electric quantity, while real-time monitoring the battery power change rate of low priority vehicle, when it is found that its rate exceeds the preset threshold, it is determined to be in high-power demand state, and then the power allocation strategy is dynamically adjusted to temporarily allocate additional power to it, and the allocation is terminated after the rate returns to normal.The method is mainly used in pumped storage power station and other heavy-load transportation scenarios to realize the safe, efficient and intelligent charging scheduling of new energy vehicles.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle charging management technology, specifically relating to a method for dynamic power allocation of charging piles. Background Technology

[0002] In the field of electric vehicle charging management, especially in large-scale engineering scenarios such as pumped storage power stations, the power allocation for heavy-duty pure electric dump trucks is a critical issue. Existing charging stations generally employ a static priority strategy based on the vehicle's current remaining charge (SOC) for power allocation, prioritizing the vehicle with the lowest charge level. While this method ensures timely charging for vehicles with low charge levels, it has been found to have certain limitations in practical applications.

[0003] When vehicles are under high-intensity operating conditions, such as heavy-load uphill climbing or long-distance downhill driving with limited braking energy recovery, their battery consumption rate is much higher than under normal operating conditions. However, because the charging process and the operation process are separate in time, the charging station can only obtain the vehicle's current static battery level data when the vehicle is connected, and cannot perceive the actual workload that the vehicle has just experienced or is about to face. This leads to a prominent problem: a vehicle that has just experienced extremely high energy consumption and whose battery level is rapidly decreasing, but whose current absolute battery level is not the lowest, cannot have its emergency charging needs recognized by the system. It will still be classified as low priority because its current battery level is relatively high, and can only wait in the queue, which may affect the execution efficiency of subsequent high-intensity tasks and the vehicle's uptime.

[0004] The main reason for this problem is that existing power allocation strategies rely on overly simplistic decision parameters, depending solely on the static indicator of instantaneous battery level. They lack the ability to perceive and analyze the vehicle's dynamic energy consumption characteristics and historical operating patterns. The system cannot distinguish whether a vehicle with a high battery level has just completed a light-load transport task or has just undergone a heavy-load uphill operation requiring significant energy consumption. This information asymmetry leads to a mismatch between charging power allocation and actual operational needs.

[0005] The challenges encountered in attempting to solve this problem included: how to obtain indicators that accurately reflect the energy consumption intensity of vehicles without relying on complex onboard sensor communication; how to establish a reasonable threshold model to accurately distinguish between normal and abnormal energy consumption states; and how to ensure the emergency needs of high-energy-consuming vehicles without seriously affecting the overall charging efficiency and fairness of the system in complex scenarios with multiple vehicles charging. These factors all increased the difficulty of achieving reliable and efficient dynamic power allocation in the engineering field. Summary of the Invention

[0006] One object of the embodiments of the present invention is to solve at least the above-mentioned problems and / or defects, and to provide at least the advantages described below.

[0007] Another objective of this invention is to provide a method for dynamic power allocation of charging piles.

[0008] This addresses the problem that existing charging pile power allocation methods prioritize vehicles based solely on their current static battery level, failing to identify the urgent charging needs of vehicles that have just undergone high-intensity operations and are experiencing rapid battery depletion. This leads to charging delays for such vehicles, impacting the execution of subsequent high-intensity tasks.

[0009] To solve the problem of how to accurately and reliably determine whether a vehicle is in a high-power demand state and avoid misjudgment based solely on instantaneous data, an objective assessment method based on the energy consumption characteristics of the vehicle throughout its entire operating cycle is needed.

[0010] The goal is to identify and ensure a stable and sufficient power supply for vehicles with extremely high operating intensity and very short charging intervals, so as to avoid insufficient charging due to their frequent high-load operation, which would affect the overall project progress.

[0011] This addresses the issue of how to effectively monitor and prevent battery overheating risks caused by high-power charging while prioritizing fast charging for high-demand vehicles, thus ensuring the safety of the charging process.

[0012] This addresses the issue of how to coordinate and optimize the cooling and charging processes when a vehicle battery experiences abnormal temperature rise, in order to maintain high charging efficiency while ensuring safety, rather than simply cutting off power.

[0013] This addresses the challenge of quickly responding to dispatch instructions when vehicles in high-load mode are temporarily assigned emergency transport tasks, ensuring they receive the highest priority charging service immediately and guaranteeing the smooth execution of the emergency mission.

[0014] This addresses the challenge of balancing the health of batteries when allocating extra power to high-demand vehicles, preventing aggressive fast charging of aging batteries that could accelerate performance degradation or pose safety risks.

[0015] This addresses the challenge of controlling the rate of increase in charging current after limiting the charging power of batteries in poor condition, preventing sudden current changes from impacting the battery's internal structure, and achieving smooth and flexible charging management.

[0016] To address the issue of how to establish a fair and efficient arbitration mechanism to prioritize the needs of vehicles with the greatest impact on overall project efficiency when multiple high-demand vehicles simultaneously request additional power while the system's available power is insufficient.

[0017] To achieve the above-mentioned objectives, the present invention employs the following technical solution:

[0018] A method for dynamic power allocation of charging piles includes the following steps:

[0019] Obtain battery status information of multiple electric vehicles connected to the same charging pile, the battery status information including the current charge value and the charging current requested by the battery management system;

[0020] Based on the current battery level of each vehicle, the vehicles are divided into first priority, second priority, or third priority. Among them, vehicles with current battery level below the first threshold are classified as first priority, vehicles with current battery level between the first and second thresholds are classified as second priority, and vehicles with current battery level above the second threshold are classified as third priority. The first priority is higher than the second priority, and the second priority is higher than the third priority.

[0021] Based on the priority order, the first priority vehicle is given priority in receiving its requested charging current. If there is remaining power, the second and third priority vehicles are then given their requested charging current in turn.

[0022] Real-time monitoring of the rate of change of battery charge in each vehicle;

[0023] If the rate of change of battery charge of a vehicle in the second or third priority is found to exceed a preset threshold, the vehicle is determined to be in a high-power demand state.

[0024] The power allocation is dynamically adjusted, temporarily allocating additional power to vehicles in a high-power demand state, and terminating the additional power allocation after the rate of change of their battery charge falls below the preset threshold.

[0025] Preferably, in the dynamic power allocation method for charging piles, the identification step includes:

[0026] Acquire battery level data for the vehicle from the end of the last charging session to the start of the current charging session;

[0027] Calculate the average percentage decrease in battery capacity per unit time during this period based on the battery capacity data;

[0028] The average percentage decrease in battery charge per unit time is compared with a preset rate threshold.

[0029] When the average percentage decrease exceeds the rate threshold, the vehicle is determined to be in a high-power demand state.

[0030] Preferably, in the dynamic power allocation method for charging piles, if a vehicle is determined to be in the high power demand state, the charging interval time data of the vehicle within a preset historical period is further obtained.

[0031] When the charging interval is shorter than a preset time threshold, it is confirmed that the vehicle is in a continuous high-load operation mode.

[0032] An additional fixed power quota is allocated to the vehicle in the continuous high-load operation mode, and the quota remains valid until the end of its next charging session.

[0033] Preferably, the dynamic power allocation method for charging piles further includes the following steps:

[0034] During vehicle charging, the rate of increase in battery temperature is continuously monitored.

[0035] When the rate of temperature rise of the battery is detected to exceed a safety threshold, a corresponding battery overheating risk level is generated.

[0036] Based on the battery overheating risk level, the charging current allocated to the vehicle is dynamically reduced, and the reduced power is redistributed to other priority vehicles or reserved as system buffer power.

[0037] Preferably, the dynamic power allocation method for the charging pile includes the step of dynamically reducing the charging current allocated to the vehicle, which comprises:

[0038] Initiate a collaborative control protocol linked to the vehicle battery cooling system;

[0039] Based on the battery overheating risk level, power is preferentially allocated to the battery cooling system to improve its cooling efficiency;

[0040] If the rate of increase in battery temperature still does not drop below the safety threshold after improving cooling efficiency, the charging current allocated to the vehicle will be gradually reduced according to the preset current reduction curve.

[0041] Preferably, the dynamic power allocation method for charging piles further includes the following steps:

[0042] Receive task instructions from the fleet dispatch system in real time;

[0043] When a vehicle in a continuous high-load operation mode is detected to be assigned an emergency transport task, the vehicle's priority is temporarily raised to the highest level.

[0044] During the emergency transport mission, the vehicle is allocated its requested full charging current, and power allocation to third-priority vehicles is suspended.

[0045] Preferably, in the aforementioned dynamic power allocation method for charging piles, before the step of dynamically adjusting the power allocation strategy and temporarily allocating additional power to the vehicle, the method further includes:

[0046] Obtain the battery health status data of the vehicle;

[0047] The battery health status data is compared with a health threshold.

[0048] If the battery health status data is lower than the health threshold, the maximum value of the additional power that can be allocated to the vehicle is correspondingly limited according to the degree to which it is lower than the health threshold.

[0049] Preferably, in the dynamic power allocation method for charging piles, after limiting the maximum value of the additional power that can be allocated to the vehicle, the method further includes the step of:

[0050] Based on the difference between the battery health status data and the health threshold, a corresponding maximum allowable rate of change of charging current is calculated.

[0051] When allocating additional power beyond the aforementioned limits to the vehicle, the actual rate of change of the charging current is controlled to not exceed the maximum permissible rate of change of the charging current.

[0052] Preferably, the dynamic power allocation method for charging piles further includes the following steps:

[0053] When it is necessary to allocate additional power to multiple vehicles that are simultaneously in the high-power demand state, an arbitration mechanism is initiated.

[0054] The arbitration mechanism prioritizes each vehicle based on its load weight information, giving priority to allocating extra power to vehicles with larger load weights.

[0055] Based on the results of the secondary priority sorting, available additional power is allocated to the multiple vehicles in sequence until all available additional power is allocated or the needs of all the vehicles are met.

[0056] A dynamic power allocation system for charging piles, used to implement any one of the methods described above, comprising:

[0057] The data acquisition module is configured to acquire battery status information of multiple electric vehicles connected to the same charging pile. The battery status information includes the current power value, the charging current requested by the battery management system, the battery temperature rise rate, battery health status data, vehicle weight information, battery power data from the end of the last charging to the start of the current charging, charging interval time data within a preset historical period, and task instruction information from the fleet dispatch system.

[0058] The priority calculation module is configured to classify vehicles into first priority, second priority, or third priority based on their current battery level. Vehicles with current battery levels below a first threshold are classified as first priority, vehicles with current battery levels between the first and second thresholds are classified as second priority, and vehicles with current battery levels above the second threshold are classified as third priority. The first priority is higher than the second priority, and the second priority is higher than the third priority.

[0059] The demand status identification module is configured to monitor the rate of change of battery power of each vehicle in real time. If the rate of change of battery power of a vehicle in the second or third priority exceeds a preset threshold, the vehicle is determined to be in a high-power demand state. It is also configured to acquire relevant vehicle data and calculate the average percentage decrease of battery power per unit time, compare it with a preset rate threshold, and determine that the vehicle is in a high-power demand state when the average percentage decrease exceeds the rate threshold.

[0060] The power distribution control module is configured to allocate the requested charging current to the first priority vehicle based on priority order, and if there is remaining power, allocate the requested charging current to the second priority and third priority vehicles in turn; it is also configured to dynamically adjust the power distribution, temporarily allocate additional power to vehicles in a high power demand state, and terminate the additional power distribution after the battery power change rate is lower than a preset threshold.

[0061] The power distribution control module further includes:

[0062] The continuous load judgment unit is configured to, when a vehicle is determined to be in a high power demand state, further obtain the charging interval time data of the vehicle in a preset historical period, and when the charging interval time is shorter than a preset time threshold, confirm that the vehicle is in a continuous high load operation mode and allocate an additional fixed power quota to the vehicle.

[0063] The temperature protection unit is configured to continuously monitor the rate of temperature rise of the battery during vehicle charging. When the rate of temperature rise exceeds the safety threshold, it generates a corresponding battery overheat risk level and dynamically reduces the charging current allocated to the vehicle based on the level.

[0064] The health management unit is configured to acquire the battery health status data of the vehicle before dynamically adjusting the power allocation, compare it with the health status threshold, and if the battery health status data is lower than the health status threshold, then limit the maximum value of the additional power that can be allocated to the vehicle according to the degree to which it is lower than the health status threshold.

[0065] The current change control unit is configured to calculate the corresponding maximum allowable charging current change rate based on the difference between the battery health status data and the health threshold, and control the actual change rate of the charging current to not exceed the maximum allowable charging current change rate when allocating additional power after the limit.

[0066] The collaborative cooling unit is configured to initiate a collaborative control protocol linked with the vehicle battery cooling system, prioritizing the allocation of power to the battery cooling system based on the battery overheating risk level to improve its cooling efficiency.

[0067] The emergency response unit is configured to receive task instruction information from the fleet dispatch system in real time. When it detects that a vehicle in a continuous high-load operation mode has been assigned an emergency transport task, it temporarily raises the priority of the vehicle to the highest level and allocates the full charging current requested by the vehicle during the emergency transport task.

[0068] The arbitration allocation unit is configured to initiate an arbitration mechanism when it is necessary to allocate additional power to multiple vehicles that are simultaneously in a high-power demand state. Based on the vehicle load weight information of each vehicle, a secondary priority sort is performed, and additional power is allocated to the vehicle with the larger load weight first, and the available additional power is allocated to multiple vehicles in sequence.

[0069] The system communication module is configured to communicate with the battery management system of each electric vehicle, the fleet dispatch system, and the power output unit of the charging pile for data communication and control command transmission.

[0070] Compared with the prior art, the advantages and beneficial technical effects of the present invention are:

[0071] This invention introduces a recognition mechanism based on the dynamic rate of change of power, enabling charging piles to sense the actual energy consumption intensity of vehicles during operation. This allows for the intelligent identification of high-intensity vehicles with urgent charging needs, and the dynamic allocation of additional power to them. This effectively avoids charging delays for such vehicles due to high static power levels, ensuring the smooth operation of high-intensity continuous work.

[0072] This invention determines a vehicle's demand status by calculating the average rate of energy loss throughout its entire operating cycle since the last charge. This method, based on data over a longer period, makes the judgment results more stable and reliable, reduces misjudgments caused by instantaneous fluctuations, and improves the accuracy of identifying high-energy-consuming vehicles.

[0073] This invention identifies continuous high-load operation modes and allocates fixed additional power quotas to vehicles operating in these modes, providing stable and reliable power supply for vehicles that operate most frequently and have the greatest impact on project progress. This ensures continuous dispatch capability for critical transportation links, thereby improving the overall operational efficiency of the project.

[0074] This invention establishes an active safety protection mechanism by continuously monitoring the battery temperature rise and dynamically adjusting the charging current during the charging process. This mechanism can effectively prevent the risk of battery overheating while pursuing charging efficiency, thereby improving the safety and reliability of high-power charging.

[0075] This invention prioritizes cooling power by coordinating with the vehicle's cooling system, attempting to maintain charging while cooling down. This tiered approach controls thermal risks with minimal impact on charging progress, achieving a better balance between safety and efficiency.

[0076] This invention receives instructions from the dispatch system and temporarily prioritizes the charging of vehicles performing emergency tasks, enabling the charging service to respond quickly to actual production scheduling needs. This ensures that emergency transportation tasks can obtain sufficient power support in a timely manner, thereby enhancing the emergency response capability of the entire transportation system.

[0077] This invention prevents overcharging of aging or degraded batteries by introducing battery health status as a limiting condition for allocating additional power, thus protecting battery assets, helping to extend the battery pack's lifespan under harsh conditions, and reducing long-term operation and maintenance costs.

[0078] This invention controls the rate of change of charging current, ensuring that even when charging batteries in poor condition, the current change is smooth and gentle, avoiding internal damage to the battery caused by large current jumps, and further improving the protection effect of the battery during the charging process.

[0079] This invention establishes a secondary allocation mechanism based on vehicle weight as the arbitration basis. When multiple high-demand vehicles compete for resources, priority is given to vehicles with larger load capacities. This means that a unit of charging time can generate greater transportation efficiency, thereby optimizing the overall utilization efficiency of limited charging resources and having a positive impact on improving engineering benefits.

[0080] Other advantages, objectives, and features of the embodiments of the present invention will be apparent in part from the following description, and in part will be understood by those skilled in the art through study and practice of the embodiments of the present invention. Detailed Implementation

[0081] To further illustrate the technical means and effects of this invention, the following embodiments are provided for further explanation. The specific embodiments described herein are merely illustrative and not intended to limit the scope of the invention.

[0082] It should be noted that, unless otherwise specified, the experimental methods described in the following implementation plan are all conventional methods, and the reagents and materials described are all commercially available unless otherwise specified.

[0083] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile includes the following steps:

[0084] Obtain battery status information of multiple electric vehicles connected to the same charging pile, the battery status information including the current charge value and the charging current requested by the battery management system;

[0085] Based on the current battery level of each vehicle, the vehicles are divided into first priority, second priority, or third priority. Among them, vehicles with current battery level below the first threshold are classified as first priority, vehicles with current battery level between the first and second thresholds are classified as second priority, and vehicles with current battery level above the second threshold are classified as third priority. The first priority is higher than the second priority, and the second priority is higher than the third priority.

[0086] Based on the priority order, the first priority vehicle is given priority in receiving its requested charging current. If there is remaining power, the second and third priority vehicles are then given their requested charging current in turn.

[0087] Real-time monitoring of the rate of change of battery charge in each vehicle;

[0088] If the rate of change of battery charge of a vehicle in the second or third priority is found to exceed a preset threshold, the vehicle is determined to be in a high-power demand state.

[0089] The power allocation is dynamically adjusted, temporarily allocating additional power to vehicles in a high-power demand state, and terminating the additional power allocation after the rate of change of their battery charge falls below the preset threshold.

[0090] For example, the system first obtains battery status information for all electric vehicles connected to the same charging station. This information includes each vehicle's current battery level and the charging current requested by its battery management system. The system then categorizes each vehicle into three distinct priorities based on its current battery level. Vehicles with a current battery level below a first set threshold are classified as first priority; vehicles with a current battery level between the first and second thresholds are classified as second priority; and vehicles with a current battery level above the second threshold belong to third priority. First priority vehicles have the highest charging priority, followed by second priority vehicles, and third priority vehicles have the lowest priority.

[0091] After completing the basic priority allocation and distributing charging current accordingly, the system enters a continuous monitoring state. It monitors the rate of change of battery charge for each vehicle in real time. When the system identifies a vehicle in the second or third priority category whose rate of battery charge change exceeds a preset safety threshold, it determines that the vehicle is in a high-power demand state. Once this determination is made, the system immediately and dynamically adjusts the established power allocation strategy, temporarily allocating additional charging power to the vehicle to meet its emergency charging needs. When the rate of charge change for the vehicle falls back below the preset threshold, the system automatically terminates the additional power allocation and reverts to the previous normal allocation mode.

[0092] In existing technologies, priority and power allocation are based solely on the vehicle's current static battery level. Typically, the vehicle with the lowest battery level is assigned the highest priority, receiving all the necessary charging current. Any remaining power is then allocated to vehicles with higher battery levels. This static strategy fails to consider the vehicle's past energy consumption. A vehicle that has just undergone heavy-load uphill driving and has rapidly depleted its battery, but whose current battery level is not the lowest, cannot have its emergency charging needs identified. It will still be categorized as low priority due to its higher current battery level and will have to wait in the queue, potentially delaying subsequent important tasks.

[0093] This invention introduces a monitoring and response mechanism for the dynamic rate of change of battery charge, enabling a shift from a static to a dynamic power allocation strategy for charging stations. It effectively identifies vehicles that have just undergone high-intensity operation and urgently need rapid charging, even if their current absolute charge level is not at its lowest. This method significantly improves the response speed to the energy replenishment needs of vehicles undergoing high-intensity operation, ensures the efficiency of continuous operation, avoids potential project delays due to charging delays, and optimizes overall operational efficiency.

[0094] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile includes an identification step comprising:

[0095] Acquire battery level data for the vehicle from the end of the last charging session to the start of the current charging session;

[0096] Calculate the average percentage decrease in battery capacity per unit time within this time period based on the battery capacity data; average percentage decrease in battery capacity per unit time. R avg The calculation formula is:

[0097]

[0098] in, SOCIETY end The percentage of battery charge at the end of the last charge (usually 100% or close to full charge). SOCIETY start : The percentage of battery level at the start of this charging cycle; T : The time interval between the end of the last charge and the start of the current charge (unit: hours).

[0099] The average percentage decrease in battery charge per unit time is compared with a preset rate threshold.

[0100] When the average percentage decrease exceeds the rate threshold, the vehicle is determined to be in a high-power demand state.

[0101] For example, the system first obtains historical battery power data for the target vehicle from the time the last charging operation ended until the current connection to the charging station begins. This data records the vehicle's power consumption throughout the complete operation cycle.

[0102] Next, based on the acquired historical battery data, the system calculates the average percentage decrease in battery charge per unit time during that period. This average reflects the overall energy consumption intensity of the vehicle during its most recent full run.

[0103] The system then compares this calculated average percentage decrease in power consumption with a pre-set rate threshold. This threshold, determined based on extensive historical operational data and analysis, serves as a critical value to distinguish between normal energy consumption and abnormally high energy consumption.

[0104] When the system determines that the average percentage decrease in battery charge per unit time of the vehicle continuously exceeds the set rate threshold, it ultimately determines that the vehicle is in a high-power demand state. This determination triggers the subsequent dynamic power allocation process.

[0105] This invention uses the average rate of battery depletion over a complete operating cycle as the core criterion, effectively filtering out interference from instantaneous fluctuations and accidental events. This makes the judgment of whether a vehicle is truly in a high-energy-consumption state more accurate and stable. This method significantly improves the reliability of identifying high-power-demand states, avoids misjudgments and frequent power adjustments, ensures more reasonable and efficient charging power allocation, and provides a more reliable energy guarantee for subsequent vehicle operations.

[0106] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile includes: if a vehicle is determined to be in a high-power demand state, then further acquiring charging interval time data of the vehicle within a preset historical period; when the charging interval time is shorter than a preset time threshold, then confirming that the vehicle is in a continuous high-load operation mode; allocating an additional fixed power quota to the vehicle in the continuous high-load operation mode, the validity period of which lasts until the end of its next charging session.

[0107] For vehicles identified as being in a high-power demand state, the specific implementation process for further determining whether they are in a continuous high-load operation mode is as follows. The system first obtains the charging interval time data of the vehicle within a preset historical period, which records the time interval between multiple charging operations.

[0108] The system then compares the obtained charging interval time with a preset time threshold. This time threshold is set according to the normal operating rhythm of the vehicle under specific engineering scenarios and is used to distinguish between routine operations and high-intensity continuous operations.

[0109] For example, when the system determines that the vehicle's charging interval is shorter than a preset time threshold, it confirms that the vehicle is in a continuous high-load operation mode. This mode indicates that the vehicle is performing extremely frequent transportation tasks with extremely high operational intensity.

[0110] Once the vehicle is confirmed to be in this mode, the system will allocate an additional fixed power quota to it. This quota is independent of the regular dynamic allocation mechanism and will remain valid until the vehicle's next charging session is completely finished, ensuring a stable and sufficient power supply for the current operating cycle.

[0111] This invention identifies sustained high-load operation modes by analyzing historical charging interval data of vehicles and provides vehicles in this mode with a fixed power quota across a single charging session. This method provides continuous and stable power assurance for vehicles with the highest operating intensity and most critical to the project schedule, ensuring the continuity and reliability of their deployment and thus effectively supporting the efficient progress of the overall project.

[0112] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile further includes the following steps:

[0113] During vehicle charging, the rate of increase in battery temperature is continuously monitored.

[0114] When the rate of temperature rise of the battery is detected to exceed a safety threshold, a corresponding battery overheating risk level is generated.

[0115] Based on the battery overheating risk level, the charging current allocated to the vehicle is dynamically reduced, and the reduced power is redistributed to other priority vehicles or reserved as system buffer power.

[0116] During the process of the vehicle connecting to the charging station and starting to receive power for charging, the system continuously monitors the changes in its battery temperature, paying particular attention to the rate of temperature rise.

[0117] For example, when the system detects that the rate of temperature rise of a vehicle's battery exceeds a pre-set safety threshold, it generates a corresponding battery overheating risk level based on the degree to which the temperature rises. This risk level is used to quantify the potential likelihood of thermal runaway.

[0118] Based on the generated battery overheat risk level, the system dynamically reduces the charging current allocated to the vehicle. By reducing input power, it suppresses further rapid increases in battery temperature at the source. Simultaneously, the system reallocates the power resources saved by reducing the charging current of this vehicle to other priority vehicles currently charging, or reserves them as buffer power for the system, thereby avoiding waste of power resources.

[0119] Traditional battery overheat protection measures involve directly cutting off the charging circuit or drastically reducing the charging power to a fixed low level once the battery temperature exceeds a fixed threshold, and maintaining this state until the temperature drops. While this method ensures safety, it is overly simplistic and crude. Directly cutting off or maintaining low-power charging for an extended period significantly prolongs the vehicle's charging time, especially for high-demand vehicles that urgently need recharging, severely impacting their operational efficiency. Furthermore, the saved power is often not effectively reused.

[0120] This invention achieves dynamic and precise adjustment of charging power by continuously monitoring the temperature rise rate and generating a risk level during charging. It can maintain the highest possible charging efficiency while ensuring battery safety. Simultaneously, it instantly redistributes reduced power, significantly improving the overall power resource utilization efficiency of the charging station, thus ensuring both safety and operational efficiency.

[0121] According to one embodiment of the present invention, a method for dynamically allocating power to a charging pile includes the step of dynamically reducing the charging current allocated to the vehicle.

[0122] Initiate a collaborative control protocol linked to the vehicle battery cooling system;

[0123] Based on the battery overheating risk level, power is preferentially allocated to the battery cooling system to improve its cooling efficiency;

[0124] If the rate of increase in battery temperature still does not drop below the safety threshold after improving cooling efficiency, the charging current allocated to the vehicle will be gradually reduced according to the preset current reduction curve.

[0125] For example, when the system detects that the rate of temperature rise of a vehicle's battery exceeds the safety threshold and generates an overheating risk level, it will first initiate a collaborative control protocol that is linked to the vehicle's own battery cooling system.

[0126] Based on the determined battery overheating risk level, the system will prioritize allocating a portion of the power to the vehicle's battery cooling system to improve the operating efficiency of cooling components such as cooling fans or liquid cooling pumps, attempting to suppress the rapid rise in battery temperature by enhancing heat dissipation capabilities.

[0127] If, after improving cooling efficiency, the system detects that the vehicle's battery temperature rise rate still has not fallen below the safety threshold, it indicates that simply enhancing cooling is insufficient to control thermal risks. In this case, the system no longer waits but gradually and in stages reduces the charging current allocated to the vehicle according to a pre-set, gradual current reduction curve. This gradual reduction aims to avoid sudden changes in current causing additional stress to the battery.

[0128] This invention establishes a tiered processing strategy of "first attempting to enhance heat dissipation, then considering reducing input" by coordinating control with the vehicle's cooling system. Prioritizing power allocation to the cooling system provides an alternative path for safe cooling, avoiding direct intervention in the charging current. Only when enhanced cooling proves ineffective does a smooth current reduction curve gradually decrease the current. This approach significantly mitigates the impact of sudden current surges on the battery, ensuring its long-term health, while also maximizing the continuity and safety of the charging process.

[0129] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile further includes the following steps:

[0130] Receive task instructions from the fleet dispatch system in real time;

[0131] When a vehicle in a continuous high-load operation mode is detected to be assigned an emergency transport task, the vehicle's priority is temporarily raised to the highest level.

[0132] During the emergency transport mission, the vehicle is allocated its requested full charging current, and power allocation to the third-priority vehicles is suspended. The specific implementation process is as follows: The system establishes a real-time data connection with the fleet dispatch management system, continuously receiving and parsing task instruction information from the dispatch system. These instructions contain key data such as vehicle number, task type, and urgency level. When the system detects a vehicle marked as being in a continuous high-load operation mode, and its latest received task instruction is identified as an emergency transport mission, the response mechanism is immediately triggered. The system temporarily elevates the vehicle's charging priority to the highest level, surpassing all other vehicles. During the duration of this emergency transport mission recorded by the system, the charging station will allocate the full charging current requested by the vehicle's battery management system to ensure it can be recharged as quickly as possible. Simultaneously, to guarantee the power needs of this highest-priority vehicle, the system will suspend power allocation to the original third-priority vehicle group, resuming it after the emergency mission ends.

[0133] Conventional charging station power allocation systems are typically relatively closed and independent. Their priority strategies operate automatically once set, making real-time integration with upstream production scheduling systems difficult. Even if the scheduling system issues an emergency task instruction to a vehicle, the charging station system remains unaware of this information and continues to allocate power according to predetermined priority rules based on battery level. A vehicle about to perform an emergency task but with moderate battery level may still have to wait in line, unable to receive sufficient power replenishment in time, thus delaying the execution of the emergency task and impacting overall operational efficiency.

[0134] This invention integrates the charging management system with the fleet dispatching system in real time, enabling the charging priority strategy to respond to actual production scheduling. When a high-load vehicle is identified as being assigned an emergency task, it can be immediately granted the highest charging authority, ensuring that the energy required for the emergency task is guaranteed with the highest priority and fastest speed, greatly enhancing the agility and reliability of the entire transportation system in responding to sudden production demands.

[0135] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile, prior to the step of dynamically adjusting the power allocation strategy and temporarily allocating additional power to the vehicle, further includes:

[0136] Obtain the battery health status data of the vehicle;

[0137] The battery health status data is compared with a health threshold.

[0138] If the battery health status data is lower than the health threshold, the maximum value of the additional power that can be allocated to the vehicle is limited accordingly, based on the degree to which it is below the health threshold. Specific implementation: Before dynamically allocating additional power to a vehicle determined to be in a high-power demand state, the system first performs a battery health status check step. The system sends a request to the vehicle's battery management system and obtains the battery health status data it provides. This data is a quantitative indicator that comprehensively assesses the degree of battery aging and performance degradation. The system then compares this data with a preset health threshold. If the check finds that the vehicle's battery health status data is lower than the health threshold, the system will not allocate the full amount of additional power as originally requested. Instead, it will proportionally limit the upper limit of the additional power that can be allocated to the vehicle based on the specific degree to which the health status data is below the threshold, for example, only allowing the allocation of 50% of the originally requested power.

[0139] In existing technologies, a dynamic power allocation method, upon identifying a vehicle's high power demand, attempts to meet its requested current value to achieve the fastest charging speed. However, this method lacks consideration for the battery's own health condition. Applying the same high current for fast charging as a new car to an aging battery in poor condition will accelerate the degradation and aging of its internal active materials, potentially leading to accelerated battery performance decline, shortened lifespan, and even, in extreme cases, thermal runaway and other safety risks. It represents a strategy that sacrifices long-term battery life and safety for short-term efficiency.

[0140] This invention integrates long-term health management of battery assets into dynamic power allocation decisions by introducing a battery health status check mechanism before allocating high power. By limiting the power ceiling based on the battery's health status, it effectively prevents excessive stress on aging batteries, slows down their performance degradation, extends their lifespan under harsh operating conditions, demonstrates protection for core assets, and reduces overall operating and maintenance costs.

[0141] According to one embodiment of the present invention, a method for dynamically allocating power to a charging pile, after limiting the maximum value of the additional power that can be allocated to the vehicle, further includes the step of:

[0142] Based on the difference between the battery health status data and the health threshold, a corresponding maximum allowable rate of change of charging current is calculated.

[0143] When allocating the limited additional power to the vehicle, the actual rate of change of the charging current is controlled to not exceed the maximum allowable rate of change of the charging current. Specifically, in a dynamic power allocation method for charging piles, after determining the maximum value of the limited additional power for a vehicle in poor health, the system further executes a current change control step. The system first calculates a corresponding maximum allowable rate of change of the charging current based on the difference between the vehicle's battery health status data and a health threshold, using an internal mapping algorithm. This rate of change defines the upper limit of the steepness of the current increase. Subsequently, during the actual output of the allocated, limited additional power to the vehicle, the system precisely controls the actual rate of increase of the charging current to ensure a smooth increase, and that it never exceeds the calculated maximum allowable rate of change of the charging current at any time.

[0144] In existing technologies, once a power distribution system determines its output power, its current output typically undergoes a rapid response process, with the current value quickly jumping to the target value. For batteries in good condition, this rapid change is usually tolerable. However, for aged batteries, whose internal impedance and other characteristics have changed, such a drastic current jump generates greater Joule heat and may cause mechanical stress on the fragile electrode structure. This electro-thermal-mechanical shock accelerates battery damage and poses certain safety hazards.

[0145] This invention achieves flexible power output by introducing current change rate control based on battery health status. Even when charging batteries with poor health, it ensures that the current increases gradually in a smooth and gentle manner, effectively avoiding electrochemical and thermal shocks to the battery's internal structure caused by sudden current changes. This further enhances battery protection and improves the safety of the charging process, representing an important step in achieving refined energy management.

[0146] According to one embodiment of the present invention, a method for dynamic power allocation of a charging pile further includes the following steps:

[0147] When it is necessary to allocate additional power to multiple vehicles that are simultaneously in the high-power demand state, an arbitration mechanism is initiated.

[0148] The arbitration mechanism prioritizes each vehicle based on its load weight information, giving priority to allocating extra power to vehicles with larger load weights.

[0149] Based on the results of the secondary priority sorting, available additional power is allocated to the multiple vehicles in sequence until all available additional power is allocated or the needs of all the vehicles are met.

[0150] For example, when the system detects that additional power needs to be allocated to two or more vehicles that are simultaneously in a high-power demand state, and the total amount of additional power available in the charging pile cannot meet the requests of all vehicles at the same time, the system automatically initiates an internal arbitration mechanism.

[0151] The primary operation of this arbitration mechanism is to send requests to vehicles competing for resources to obtain their current load weight information. The system then prioritizes these vehicles based on their reported load weight values, from highest to lowest. Vehicles with larger load capacities typically contribute more significantly to the overall project schedule and therefore receive higher priority. If older vehicle models cannot provide real-time weight data (e.g., lacking the necessary weight sensors or data unavailable via the CAN bus), their rated load capacity can be used as a substitute.

[0152] The arbitration mechanism ultimately allocates the required additional power to the vehicles ranked higher in the list, based on this order. The system allocates the available additional power sequentially until all currently available additional power is allocated, or until the needs of all requesting vehicles have been met, at which point the arbitration process ends.

[0153] This invention establishes a fairer and more efficient power resource allocation rule by introducing an arbitration mechanism based on vehicle weight. Prioritizing vehicles with larger load capacities means that a larger amount of earthwork or materials can be transported per unit of charging time, thereby significantly improving the contribution of limited charging power resources to the overall transportation efficiency of the project, optimizing the input-output ratio of resources, and having a positive impact on ensuring the progress of key project milestones.

[0154] According to one embodiment of the present invention, a dynamic power allocation system for charging piles is used to implement the method described in any one of the above, comprising:

[0155] The data acquisition module is configured to acquire battery status information of multiple electric vehicles connected to the same charging pile. The battery status information includes the current power value, the charging current requested by the battery management system, the battery temperature rise rate, battery health status data, vehicle weight information, battery power data from the end of the last charging to the start of the current charging, charging interval time data within a preset historical period, and task instruction information from the fleet dispatch system.

[0156] The priority calculation module is configured to classify vehicles into first priority, second priority, or third priority based on their current battery level. Vehicles with current battery levels below a first threshold are classified as first priority, vehicles with current battery levels between the first and second thresholds are classified as second priority, and vehicles with current battery levels above the second threshold are classified as third priority. The first priority is higher than the second priority, and the second priority is higher than the third priority.

[0157] The demand status identification module is configured to monitor the rate of change of battery power of each vehicle in real time. If the rate of change of battery power of a vehicle in the second or third priority exceeds a preset threshold, the vehicle is determined to be in a high-power demand state. It is also configured to acquire relevant vehicle data and calculate the average percentage decrease of battery power per unit time, compare it with a preset rate threshold, and determine that the vehicle is in a high-power demand state when the average percentage decrease exceeds the rate threshold.

[0158] The power distribution control module is configured to allocate the requested charging current to the first priority vehicle based on priority order, and if there is remaining power, allocate the requested charging current to the second priority and third priority vehicles in turn; it is also configured to dynamically adjust the power distribution, temporarily allocate additional power to vehicles in a high power demand state, and terminate the additional power distribution after the battery power change rate is lower than a preset threshold.

[0159] The power distribution control module further includes:

[0160] The continuous load judgment unit is configured to, when a vehicle is determined to be in a high power demand state, further obtain the charging interval time data of the vehicle in a preset historical period, and when the charging interval time is shorter than a preset time threshold, confirm that the vehicle is in a continuous high load operation mode and allocate an additional fixed power quota to the vehicle.

[0161] The temperature protection unit is configured to continuously monitor the rate of temperature rise of the battery during vehicle charging. When the rate of temperature rise exceeds the safety threshold, it generates a corresponding battery overheat risk level and dynamically reduces the charging current allocated to the vehicle based on the level.

[0162] The health management unit is configured to acquire the battery health status data of the vehicle before dynamically adjusting the power allocation, compare it with the health status threshold, and if the battery health status data is lower than the health status threshold, then limit the maximum value of the additional power that can be allocated to the vehicle according to the degree to which it is lower than the health status threshold.

[0163] The current change control unit is configured to calculate the corresponding maximum allowable charging current change rate based on the difference between the battery health status data and the health threshold, and control the actual change rate of the charging current to not exceed the maximum allowable charging current change rate when allocating additional power after the limit.

[0164] The collaborative cooling unit is configured to initiate a collaborative control protocol linked with the vehicle battery cooling system, prioritizing the allocation of power to the battery cooling system based on the battery overheating risk level to improve its cooling efficiency.

[0165] The emergency response unit is configured to receive task instruction information from the fleet dispatch system in real time. When it detects that a vehicle in a continuous high-load operation mode has been assigned an emergency transport task, it temporarily raises the priority of the vehicle to the highest level and allocates the full charging current requested by the vehicle during the emergency transport task.

[0166] The arbitration allocation unit is configured to initiate an arbitration mechanism when it is necessary to allocate additional power to multiple vehicles that are simultaneously in a high-power demand state. Based on the vehicle load weight information of each vehicle, a secondary priority sort is performed, and additional power is allocated to the vehicle with the larger load weight first, and the available additional power is allocated to multiple vehicles in sequence.

[0167] The system communication module is configured to communicate with the battery management system of each electric vehicle, the fleet dispatch system, and the power output unit of the charging pile for data communication and control command transmission. The specific implementation is as follows: The system includes multiple collaborative functional modules. The data acquisition module is responsible for communicating with the battery management system of the electric vehicles, the fleet dispatch system, and the charging pile itself, continuously collecting various information including the vehicle's current battery level, requested charging current, battery temperature, health status, vehicle weight, historical battery data, charging interval time, and dispatch task instructions.

[0168] The priority calculation module receives the vehicle's current battery level from the data acquisition module and automatically classifies the vehicle into first, second, or third priority levels based on preset first and second thresholds. The demand status identification module analyzes the acquired historical battery data, calculates the average percentage decrease in battery level since the last charge, and compares it to a preset rate threshold to determine if the vehicle is in a high-power demand state. This module also analyzes charging intervals to confirm continuous high-load operation modes and monitors the battery temperature rise rate during charging to generate an overheat risk level.

[0169] The power allocation control module is the core of the system's decision-making. It receives processing results from the aforementioned modules and first allocates power according to basic priority. When a high-power demand state is identified, the module dynamically adjusts its strategy, temporarily allocating additional power. Its internal sub-units each have their own functions: the continuous load judgment unit is responsible for allocating fixed power quotas; the temperature protection unit and health management unit limit or adjust the allocated power in real time based on battery status (temperature, health); the current variation control unit ensures flexible charging for batteries with poor health; the collaborative cooling unit attempts to prioritize and improve cooling efficiency; the emergency response unit receives dispatch instructions and temporarily increases vehicle priority; and the arbitration allocation unit performs secondary arbitration allocation based on vehicle weight when multiple vehicles compete for resources.

[0170] Ultimately, all power allocation commands are sent to the power output unit of the charging pile through the system communication module to execute the specific charging operation.

[0171] This invention integrates a highly collaborative system comprising multiple dedicated processing units, combining data perception, intelligent analysis, decision-making, and execution control. This system can process various complex information in parallel and make comprehensive optimal decisions, thereby maximizing charging efficiency while ensuring charging safety and extending battery life. It can also quickly respond to external scheduling demands, intelligently arbitrate resource conflicts, and ultimately optimize the overall efficiency of large-scale fleet charging management in specific scenarios such as pumped storage power stations.

[0172] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the embodiments of the present invention. Other modifications can be readily implemented by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the embodiments of the present invention are not limited to the specific details.

Claims

1. A method for dynamic power allocation of charging piles, characterized in that, Includes the following steps: Obtain battery status information of multiple electric vehicles connected to the same charging pile, the battery status information including the current charge value and the charging current requested by the battery management system; Based on the current battery level of each vehicle, the vehicles are divided into first priority, second priority, or third priority. Among them, vehicles with current battery level below the first threshold are classified as first priority, vehicles with current battery level between the first and second thresholds are classified as second priority, and vehicles with current battery level above the second threshold are classified as third priority. The first priority is higher than the second priority, and the second priority is higher than the third priority. Based on the priority order, the first priority vehicle is given priority in receiving its requested charging current. If there is remaining power, the second and third priority vehicles are then given their requested charging current in turn. Real-time monitoring of the rate of change of battery charge in each vehicle; If the rate of change of battery charge of a vehicle in the second or third priority is found to exceed a preset threshold, the vehicle is determined to be in a high-power demand state. Dynamically adjust power allocation, temporarily allocate extra power to vehicles in a high-power demand state, and terminate the extra power allocation after the rate of change of their battery charge falls below the preset threshold; The identification steps include: Acquire battery level data for the vehicle from the end of the last charging session to the start of the current charging session; Calculate the average percentage decrease in battery capacity per unit time during this period based on the battery capacity data; The average percentage decrease in battery charge per unit time is compared with a preset rate threshold. When the average percentage decrease exceeds the rate threshold, the vehicle is determined to be in a high-power demand state.

2. The dynamic power allocation method for charging piles as described in claim 1, characterized in that, If a vehicle is determined to be in the high-power demand state, then the charging interval time data of the vehicle within a preset historical period is further obtained. When the charging interval is shorter than a preset time threshold, it is confirmed that the vehicle is in a continuous high-load operation mode. An additional fixed power quota is allocated to the vehicle in the continuous high-load operation mode, and the quota remains valid until the end of its next charging session.

3. The dynamic power allocation method for charging piles as described in claim 1, characterized in that, It also includes the following steps: During vehicle charging, the rate of increase in battery temperature is continuously monitored. When the rate of temperature rise of the battery is detected to exceed a safety threshold, a corresponding battery overheating risk level is generated. Based on the battery overheating risk level, the charging current allocated to the vehicle is dynamically reduced, and the reduced power is redistributed to other priority vehicles or reserved as system buffer power.

4. The dynamic power allocation method for charging piles as described in claim 3, characterized in that, The steps for dynamically reducing the charging current allocated to the vehicle include: Initiate a collaborative control protocol linked to the vehicle battery cooling system; Based on the battery overheating risk level, power is preferentially allocated to the battery cooling system to improve its cooling efficiency; If the rate of increase in battery temperature still does not drop below the safety threshold after improving cooling efficiency, the charging current allocated to the vehicle will be gradually reduced according to the preset current reduction curve.

5. The dynamic power allocation method for charging piles as described in claim 2, characterized in that, It also includes the following steps: Receive task instructions from the fleet dispatch system in real time; When a vehicle in a continuous high-load operation mode is detected to be assigned an emergency transport task, the vehicle's priority is temporarily raised to the highest level. During the emergency transport mission, the vehicle is allocated its requested full charging current, and power allocation to third-priority vehicles is suspended.

6. The dynamic power allocation method for charging piles as described in claim 1, characterized in that, Prior to the step of dynamically adjusting power allocation and temporarily allocating additional power to the vehicle, the method further includes: Obtain the battery health status data of the vehicle; The battery health status data is compared with a health threshold. If the battery health status data is lower than the health threshold, the maximum value of the additional power that can be allocated to the vehicle is correspondingly limited according to the degree to which it is lower than the health threshold.

7. The dynamic power allocation method for charging piles as described in claim 6, characterized in that, Following the limitation on the maximum value of the additional power that can be allocated to the vehicle, the following step is also included: Based on the difference between the battery health status data and the health threshold, a corresponding maximum allowable rate of change of charging current is calculated. When allocating additional power beyond the aforementioned limits to the vehicle, the actual rate of change of the charging current is controlled to not exceed the maximum permissible rate of change of the charging current.

8. The dynamic power allocation method for charging piles as described in claim 1, characterized in that, It also includes the following steps: When it is necessary to allocate additional power to multiple vehicles that are simultaneously in the high-power demand state, an arbitration mechanism is initiated. The arbitration mechanism prioritizes each vehicle based on its load weight information, giving priority to allocating extra power to vehicles with larger load weights. Based on the results of the secondary priority sorting, available additional power is allocated to multiple vehicles in sequence until all available additional power is allocated or the needs of all vehicles are met.

9. A dynamic power allocation system for charging piles, used to implement the method as described in any one of claims 1 to 8, characterized in that, include: The data acquisition module is configured to acquire battery status information of multiple electric vehicles connected to the same charging pile. The battery status information includes the current power value, the charging current requested by the battery management system, the battery temperature rise rate, battery health status data, vehicle weight information, battery power data from the end of the last charging to the start of the current charging, charging interval time data within a preset historical period, and task instruction information from the fleet dispatch system. The priority calculation module is configured to classify vehicles into first priority, second priority, or third priority based on their current battery level. Vehicles with current battery levels below a first threshold are classified as first priority, vehicles with current battery levels between the first and second thresholds are classified as second priority, and vehicles with current battery levels above the second threshold are classified as third priority. The first priority is higher than the second priority, and the second priority is higher than the third priority. The demand status identification module is configured to monitor the rate of change of battery power of each vehicle in real time. If the rate of change of battery power of a vehicle in the second or third priority exceeds a preset threshold, the vehicle is determined to be in a high-power demand state. It is also configured to acquire relevant vehicle data and calculate the average percentage decrease of battery power per unit time, compare it with a preset rate threshold, and determine that the vehicle is in a high-power demand state when the average percentage decrease exceeds the rate threshold. The power distribution control module is configured to allocate the requested charging current to the first priority vehicle based on priority order, and if there is remaining power, allocate the requested charging current to the second priority and third priority vehicles in turn; it is also configured to dynamically adjust the power distribution, temporarily allocate additional power to vehicles in a high power demand state, and terminate the additional power distribution after the battery power change rate is lower than a preset threshold. The power distribution control module further includes: The continuous load judgment unit is configured to, when a vehicle is determined to be in a high power demand state, further obtain the charging interval time data of the vehicle in a preset historical period, and when the charging interval time is shorter than a preset time threshold, confirm that the vehicle is in a continuous high load operation mode and allocate an additional fixed power quota to the vehicle. The temperature protection unit is configured to continuously monitor the rate of temperature rise of the battery during vehicle charging. When the rate of temperature rise exceeds the safety threshold, it generates a corresponding battery overheat risk level and dynamically reduces the charging current allocated to the vehicle based on the level. The health management unit is configured to acquire the battery health status data of the vehicle before dynamically adjusting the power allocation, compare it with the health status threshold, and if the battery health status data is lower than the health status threshold, then limit the maximum value of the additional power that can be allocated to the vehicle according to the degree to which it is lower than the health status threshold. The current change control unit is configured to calculate the corresponding maximum allowable charging current change rate based on the difference between the battery health status data and the health threshold, and control the actual change rate of the charging current to not exceed the maximum allowable charging current change rate when allocating additional power after the limit. The collaborative cooling unit is configured to initiate a collaborative control protocol linked with the vehicle battery cooling system, prioritizing the allocation of power to the battery cooling system based on the battery overheating risk level to improve its cooling efficiency. The emergency response unit is configured to receive task instruction information from the fleet dispatch system in real time. When it detects that a vehicle in a continuous high-load operation mode has been assigned an emergency transport task, it temporarily raises the priority of the vehicle to the highest level and allocates the full charging current requested by the vehicle during the emergency transport task. The arbitration allocation unit is configured to initiate an arbitration mechanism when it is necessary to allocate additional power to multiple vehicles that are simultaneously in a high-power demand state. Based on the vehicle load weight information of each vehicle, a secondary priority sort is performed, and additional power is allocated to the vehicle with the larger load weight first, and the available additional power is allocated to multiple vehicles in sequence. The system communication module is configured to communicate with the battery management system of each electric vehicle, the fleet dispatch system, and the power output unit of the charging pile for data communication and control command transmission.