Charging island control method and device based on single bus topology

Abstract

The invention relates to the technical field of charging, and provides a charging island control method and device based on single bus topology, and the method comprises the steps: obtaining the first charging information of at least one target vehicle connected to a charging island; determining the charging priority of the target vehicle according to the first charging information; and performing power distribution on the target vehicles according to the charging priorities so as to control the charging modules to charge the corresponding target vehicles. The single bus is used as a core power transmission carrier, parallel operation, dynamic power distribution and accurate fault isolation of multiple charging modules are achieved through cooperation of a modular hardware architecture and an intelligent software control strategy, and the problems that a current charging island is low in power utilization rate, high in capacity expansion cost and uneven in multi-pile charging current generally are solved.

Description

Technical Field

[0001] This application relates to the field of charging technology, specifically to a charging island control method and device based on a single bus topology. Background Technology

[0002] With the explosive growth of global new energy vehicle ownership (for example, China's new energy vehicle ownership exceeded 40 million vehicles in 2024, with annual charging demand exceeding 150 billion kWh), the "efficiency, cost, and reliability" of charging infrastructure have become the core bottlenecks restricting the industry's development. Currently, mainstream charging island technologies are mainly divided into two categories: distributed charging piles and multi-bus centralized charging islands, but both have significant drawbacks, as detailed below:

[0003] 1) The shortcomings of distributed charging stations

[0004] Distributed charging stations adopt a "one unit, one module" architecture (each charging station is equipped with an independent rectifier, DC / DC module, and control unit), and are directly connected to the power grid. This is currently the most widespread form, but it has the following problems:

[0005] Extremely low power utilization: The power module of a single charging pile (e.g., 60kW) only serves itself. When the vehicle is fully charged or idle, the module is in standby mode and cannot be used by other charging piles. According to industry statistics, the average power utilization rate of distributed charging piles is only 50%-70%, and the idle rate of some community charging piles even exceeds 60%, resulting in a waste of power resources and equipment investment.

[0006] High expansion costs and long cycles: If it is necessary to increase the charging capacity (such as upgrading from 60kW to 120kW), the power module, control unit and wiring of each charging pile need to be modified separately. The construction cycle is as long as 7-15 days, and the modification cost is about 60% of the new equipment (such as the modification cost of 12,000 yuan for a single pile, and the total modification cost of 10 charging piles is 120,000 yuan), which is difficult to adapt to the rapid growth of charging demand.

[0007] Significant impact on the power grid: When multiple distributed charging piles start fast charging at the same time, "instantaneous power superposition" will occur (e.g., when 10 60kW charging piles start at the same time, the instantaneous power is 600kW), which will cause the grid voltage to drop sharply (up to 5%-8%), frequency fluctuation (exceeding the range of 50Hz±0.2Hz), and even trigger the tripping of the distribution network protection device, affecting the safety of residents' electricity use.

[0008] Poor compatibility and maintainability: Different brands of distributed charging piles use custom control logic and charging protocols, making it difficult to be compatible with all models (e.g., some older charging piles cannot support Tesla's CCS fast charging protocol); and each charging pile needs to be maintained individually, with troubleshooting relying on on-site inspection one by one, with an average troubleshooting time of ≥2 hours, resulting in low operation and maintenance efficiency.

[0009] 2) Defects of multi-bus centralized charging islands

[0010] To address the issue of distributed charging, multi-bus centralized charging islands have emerged (using 2-4 buses, each connecting multiple charging modules), but the following technical bottlenecks still exist:

[0011] The system suffers from high control complexity and difficulty in power allocation: Multiple buses operate independently, requiring the design of complex "inter-bus power migration" algorithms to enable the cross-bus access of idle modules. For example, when the charging module on bus A is idle and the vehicle demand on bus B exceeds the limit, the voltage and current of the two buses need to be adjusted synchronously to avoid circulating current between the buses. The algorithm development is difficult, and the allocation response time is ≥2s, which cannot meet the real-time charging requirements.

[0012] The faults have a wide impact and low reliability: any fault on a single busbar (such as a busbar short circuit or rectifier module failure) will cause all charging modules under that busbar to fail (e.g., if one of the four buses fails, 25% of the charging piles will be unusable). Furthermore, due to the large number of buses and the complex wiring, fault location relies on specialized instruments (such as oscilloscopes and insulation testers), and the average fault repair time is ≥4 hours, which seriously affects the user experience.

[0013] Expansion still requires busbar modification, which lacks flexibility: When adding a new charging module, the remaining capacity of each busbar must be determined first. If all buses are at full load, new buses (including busbar copper busbars, rectifier modules, and protection devices) are required. The construction involves power outage modification (usually requiring the entire charging island to be suspended for 6-8 hours), which cannot achieve "plug and play" expansion.

[0014] Poor current balance and low charging efficiency: Due to parameter differences (such as IGBT on-state voltage drop and inductance value deviation), multiple charging modules on the same bus are prone to uneven current distribution (the deviation can reach 10%-15%), which leads to some modules overload and heat up (temperature exceeding 90℃) while some modules operate under light load. The overall charging efficiency is 5%-8% lower than the design value (e.g., the design efficiency is 92%, but the actual efficiency is only 85%).

[0015] 3) Bottlenecks in the application of single busbar technology

[0016] Although the single-bus topology (simple structure and low wiring cost) is widely used in the field of power electronics, its application in charging islands still faces the following unresolved issues:

[0017] Single busbar fault risk is concentrated: The single busbar is the only power channel for the entire charging island. If the busbar experiences a short circuit, breakage, or overheating fault, it will cause the entire charging island to be paralyzed. Existing technology lacks a "rapid fault isolation" solution (such as the absence of a dedicated busbar protection switch), making the risk uncontrollable.

[0018] The challenge of current balancing in parallel operation of multiple modules: When more than 10 charging modules are connected to a single bus in parallel, the current deviation will be further amplified (up to 20%) due to the discreteness of module parameters, which can easily trigger the module overcurrent protection and cause charging interruption. Existing balancing algorithms (such as simple current limiting) cannot solve the fundamental problem.

[0019] Lack of grid coordination capability: Existing single-bus charging islands only focus on their own power distribution and do not consider the grid load status. When the grid is at its peak, they still operate at full power, which exacerbates the grid pressure. Moreover, they lack energy storage interfaces and cannot achieve "peak shaving and valley filling", which does not meet the development requirements of smart grids. Summary of the Invention

[0020] The main objective of this application is to provide a charging island control method and device based on a single bus topology, so as to solve the technical problems of low power utilization, high expansion cost, and uneven charging current of multiple charging piles that are common in related technologies.

[0021] To achieve the above objectives, according to one aspect of this application, a charging island control method based on a single bus topology is provided, wherein the charging island includes multiple buses, and each bus includes multiple charging modules, and the method includes the following steps:

[0022] Obtain first charging information for at least one target vehicle connected to the charging island;

[0023] The charging priority of the target vehicle is determined based on the first charging information;

[0024] The power is allocated to the target vehicle according to the charging priority, so as to control the charging module to charge the corresponding target vehicle.

[0025] In some implementations, determining the charging priority of the target vehicle based on the first charging information includes:

[0026] The charging priority of the target vehicle is determined based on its remaining battery power and time requirements.

[0027] In some implementations, the step of allocating power to the target vehicle according to the charging priority includes:

[0028] Obtain the total output power of the rectifier and filter module of the charging island;

[0029] Determine the allocated power of the charging island;

[0030] The remaining available power of the charging island is determined based on the total output power of the rectifier and filter module and the allocated power of the charging island.

[0031] The total power demand of each target vehicle is compared with the remaining available power to determine the power allocation method.

[0032] In some implementations, comparing the total power demand of each of the target vehicles with the remaining available power to determine the power allocation method includes:

[0033] If the total required power is less than or equal to the remaining available power, the power shall be allocated in full according to the vehicle requirements of each of the target vehicles.

[0034] If the total power demand is greater than the remaining available power, power is allocated to each target vehicle in descending order of charging priority, wherein the charging priority includes high priority, medium priority and low priority. The target vehicles with high priority are allocated full power, the target vehicles with medium priority are allocated power proportionally, and the target vehicles with low priority have their power reduced.

[0035] In some embodiments, after allocating power to the target vehicle according to the charging priority, the method further includes:

[0036] Calculate the load rate of each charging module and / or the total current of the single bus after power allocation;

[0037] If the load rate of the charging module exceeds a preset load rate threshold, and / or the total current of the single bus exceeds a preset current threshold, the charging power of the low-priority target vehicle will be readjusted.

[0038] In some embodiments, during the charging process of the corresponding target vehicle through multiple charging modules, the method further includes:

[0039] Real-time monitoring of the second charging information of each of the aforementioned charging modules;

[0040] The charging deviation of each charging module is determined based on the second charging information, and the charging deviation is determined based on the average value of the second charging information of multiple charging modules;

[0041] The charging module is adjusted according to the charging deviation, wherein the deviation adjustment includes PID control.

[0042] In some embodiments, the method further includes:

[0043] The fault information during the charging process of the target vehicle is monitored, wherein the fault information includes at least one of the following: charging module fault information, single bus fault information, interface fault information, and power grid fault information.

[0044] The fault diagnosis result is determined based on the fault information, wherein the fault diagnosis result includes at least one of the following: fault type, fault location, fault level, and fault cause.

[0045] Based on the fault diagnosis results, corresponding fault handling shall be carried out.

[0046] In some embodiments, the charging island further includes an energy storage module, and the method further includes:

[0047] Monitor the power grid load to determine the power grid status;

[0048] The energy storage module is controlled according to the power grid status. If the power grid status is a low load period, the energy storage module is charged; if the power grid status is a high load period, the energy storage module is discharged.

[0049] In some embodiments, the method further includes:

[0050] If the power grid is in peak load condition, determine the total power reduction amount;

[0051] The power reduction targets are determined based on the charging priority.

[0052] Power reduction is applied to the power reduction target based on the total power reduction amount;

[0053] When the grid load decreases to a preset grid load threshold, the charging power of the object being reduced will be restored to its original power allocation value.

[0054] According to another aspect of this application, this application also provides a charging island control device based on a single bus topology, comprising:

[0055] The acquisition module is configured to acquire the first charging information of at least one target vehicle accessing the charging island;

[0056] The priority determination module is configured to determine the charging priority of the target vehicle based on the first charging information;

[0057] The power allocation module is configured to allocate power to the target vehicle according to the charging priority, so as to control the charging module of the charging island to charge the corresponding target vehicle.

[0058] According to another aspect of this application, this application also provides a storage medium storing a computer program, which, when executed by a processor, implements the charging island control method based on a single bus topology as described in any of the preceding claims.

[0059] According to another aspect of this application, this application also provides an electronic device, including at least a memory and a processor, wherein the memory stores a computer program, and the processor, when executing the computer program in the memory, implements the charging island control method based on a single bus topology as described in any of the preceding claims.

[0060] The charging island control method and apparatus based on a single bus topology provided in this application acquires first charging information of at least one target vehicle connected to the charging island; determines the charging priority of the target vehicle based on the first charging information; and allocates power to the target vehicle according to the charging priority to control the charging module to charge the corresponding target vehicle. Employing a single bus topology architecture and combining dynamic power allocation, parallel current balancing, rapid fault isolation, and grid-coordinated control, it achieves pooled sharing and precise on-demand scheduling of charging module resources, thereby solving the technical problems of low power utilization, high expansion and renovation costs, uneven charging current across multiple charging piles, and poor system reliability in existing charging infrastructure. Attached Figure Description

[0061] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0062] Figure 1 A first flowchart of the charging island control method based on a single bus topology provided in this application is shown;

[0063] Figure 2 A second flowchart of the charging island control method based on a single bus topology provided in this application is shown;

[0064] Figure 3 The third flowchart of the charging island control method based on a single bus topology provided in this application is shown;

[0065] Figure 4 The fourth flowchart of the charging island control method based on a single bus topology provided in this application is shown;

[0066] Figure 5 The fifth flowchart of the charging island control method based on a single bus topology provided in this application is shown;

[0067] Figure 6 The sixth flowchart of the charging island control method based on a single bus topology provided in this application is shown;

[0068] Figure 7 A schematic diagram of the specific architecture of the charging island control system based on a single bus topology provided in this application is shown.

[0069] Figure 8 This paper shows a schematic diagram of the interface packaging of the charging island control system based on a single bus topology provided in this application;

[0070] Figure 9 A schematic diagram of the charging island control device based on a single bus topology provided in this application is shown. Detailed Implementation

[0071] The specific embodiments of this application will now be described in detail with reference to the accompanying drawings, but these are not intended to limit the scope of this application.

[0072] It should be understood that various modifications can be made to the embodiments disclosed herein. Therefore, the above description should not be considered as limiting, but merely as an example of embodiments. Other modifications within the scope and spirit of this application will be apparent to those skilled in the art.

[0073] The accompanying drawings, which are included in and form part of this specification, illustrate embodiments of the present application and, together with the general description of the present application given above and the detailed description of the embodiments given below, serve to explain the principles of the present application.

[0074] These and other features of this application will become apparent from the following description of preferred forms of embodiments given as non-limiting examples, with reference to the accompanying drawings.

[0075] It should also be understood that although this application has been described with reference to some specific examples, those skilled in the art can certainly implement many other equivalent forms of this application, which have the features described in the claims and are therefore all within the scope of protection defined herein.

[0076] The above and other aspects, features and advantages of this application will become more apparent when taken in conjunction with the accompanying drawings and in view of the following detailed description.

[0077] Specific embodiments of this application are described thereafter with reference to the accompanying drawings; however, it should be understood that the disclosed embodiments are merely examples of this application, which can be implemented in various ways. Well-known and / or repeated functions and structures are not described in detail to avoid unnecessary or redundant details that could obscure the application. Therefore, the specific structural and functional details disclosed herein are not intended to be limiting, but merely to serve as the basis and representative basis for the claims to teach those skilled in the art to use this application in a variety of substantially any suitable detailed structures.

[0078] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0079] This specification may use the phrases “in one embodiment,” “in another embodiment,” “in yet another embodiment,” or “in other embodiments,” all of which may refer to one or more of the same or different embodiments according to this application.

[0080] The present application will be further described below with reference to the accompanying drawings and specific embodiments.

[0081] Figure 1 A flowchart of the charging island control method based on a single bus topology provided in this application is shown, as follows: Figure 1 As shown, the charging island includes multiple buses, and each bus includes multiple charging modules. The charging island control method based on a single bus topology includes the following steps:

[0082] S101, Obtain first charging information of at least one target vehicle connected to the charging island.

[0083] The charging island control method based on a single busbar topology is applied to the charging island control system (hereinafter referred to as the system), which includes hardware modules such as a central control module, a rectifier and filter module, a grid access module, a charging pile interface module, and a fault detection module (fault detection sensor). These modules are connected through standardized interfaces. The hardware modules provide power transmission and basic control for the system. The central control module is the core of the entire control system and may include a CPU and memory. The charging pile interface module is connected to the central control module and can perform vehicle access detection. The central control module is used to control the entire charging process; for example, it connects to the charging module to control the charging module.

[0084] Before performing step S101, such as Figure 2As shown, system initialization is required, and this initialization process is controlled and executed by the initialization unit of the central control module. The initialization unit is used to complete the initialization of hardware resources (CPU, memory, interface) and software parameters (sensor sampling frequency, protection threshold) after the system is powered on, and at the same time perform module self-test (communication link, hardware status, software version).

[0085] The specific initialization process includes: ① Power-on startup → ② Hardware initialization (clock configuration, memory allocation, interface enabling) → ③ Software parameter loading (reading configuration file from Flash) → ④ Module self-test (sequentially testing the grid access module, rectifier filter module, charging module, and fault detection module) → ⑤ Self-test passed, enters standby mode / self-test failed, triggers audible and visual alarm (displays the fault module number).

[0086] For example, the initial key parameters include: sensor sampling frequency of 10kHz, charging module output voltage limit of 750V, and single bus overcurrent protection threshold of 2000A.

[0087] Specifically, after the central control module is powered on, it first performs hardware initialization. The hardware initialization time is preferably 0-100ms. The hardware initialization includes the following:

[0088] 1) Configure the CPU clock (e.g., 1.4GHz), initialize DDR3 memory and allocate 128MB for real-time data caching, and enable the CAN / Ethernet / 4G communication interface;

[0089] 2) Initialize the drivers for each sensor: Configure the sampling accuracy of the PT100 temperature sensor (e.g., 0.1℃), configure the range of the ACS758 current sensor (0-2000A), and configure the range of the LV28-P voltage sensor (e.g., 0-12kV).

[0090] 3) Initialize the charging module driver: Send an "initialization command" to each CD-60kW charging module, read the module firmware version (≥V2.0), rated parameters (voltage / current), etc., and confirm that the charging module is ready.

[0091] After hardware initialization, software parameters are loaded. The optimal loading time for software parameters is 100-300 milliseconds. The loading of software parameters includes reading the configuration file from the Flash memory, which specifically includes: single bus protection threshold (overcurrent 2000A, overtemperature 85℃), charging module output limit (voltage 750V, current 120A), grid coordination parameters (peak hours 18:00-20:00, power reduction ratio 30%) and priority weights (remaining power weight 0.6, time weight 0.4).

[0092] like Figure 3 As shown, the preferred self-test time for the module is 300-1000ms. The module self-test specifically includes:

[0093] 1) Communication self-test: Sends a "heartbeat packet" (CAN bus) to each module. If no reply is received after 3 attempts, it is marked as "communication failure".

[0094] 2) Hardware status self-test: Read sensor data to determine whether the mains voltage (10kV±10%), single bus voltage (750V±5%), and charging module temperature (<60℃) are normal;

[0095] 3) Protection function self-test: Simulate the "charging module overcurrent" signal to test whether the module triggers overcurrent protection (contactor disconnects); simulate the "single busbar overtemperature" signal to test whether the main vacuum circuit breaker trips.

[0096] 4) Self-test result processing: If all modules are normal, the system enters "standby mode" (the indicator light is always green); if a fault exists, an audible and visual alarm is triggered (the red light flashes and the buzzer sounds), and the fault module number is displayed on the host computer, thus making full preparations for subsequent vehicle access and charging control.

[0097] After initialization, the charging island control system executes step S101. Specifically, in the system standby state, the charging pile interface module monitors the connection signal of the charging gun in real time to perform vehicle access detection. In the electric vehicle charging system, the connection signal refers to a status detection signal on the charging gun, usually called the CC (Connection Confirm) signal, whose core function is to detect the physical connection status.

[0098] like Figure 3 As shown, when the vehicle is plugged into the charging gun, the CC signal changes from high level (e.g., 5V) to low level (e.g., 0V). This change is detected by the charging pile interface module and a "vehicle access notification" is sent to the central control module via the CAN bus. Upon receiving the notification, the central control module initiates a protocol handshake with the charging pile interface module, with a handshake duration preferably between 100-500ms. Specifically, the central control module sends a "protocol detection command" to the charging pile interface module, attempting to establish communication with the vehicle's BMS. Supported protocols include GB / T27930, CCS, and CHAdeMO charging protocols. Figure 4As shown, if the protocol handshake is successful (e.g., receiving an "acknowledgment frame" from the vehicle's BMS), it is determined that a communication link has been successfully established between the charging pile and the vehicle's BMS (Battery Management System). The vehicle successfully connects to the charging island control system and enters the data receiving stage to obtain the first charging information of the target vehicle. If the handshake fails after a preset number of times (e.g., 3 times), it is determined that the vehicle cannot connect to the charging island control system, and a prompt message such as "vehicle model incompatibility" can be pushed to the car user's terminal APP.

[0099] Furthermore, such as Figure 4 As shown, after the charging pile interface module successfully communicates with the vehicle BMS, it receives and verifies data. The preferred duration of this process is 500-800ms. The charging pile interface module receives and parses the data from the BMS, namely the first charging information, including at least one of the following: battery capacity (e.g., 75kWh), remaining charge (e.g., 25%), rated charging voltage (e.g., 400V), rated charging current (e.g., 150A), estimated charging time (e.g., 1.5 hours), and charging mode (fast charging / slow charging).

[0100] To ensure data integrity and validity, the central control module can use a CRC32 checksum algorithm to verify data integrity and determine its validity. Invalid data (including incomplete and invalid data) will be retransmitted by the vehicle. For example, if the checksum matches the one sent by the vehicle, the data is considered valid. If the remaining battery power is 0-100% and the current is ≤150A, the data is considered valid.

[0101] S102, determine the charging priority of the target vehicle based on the first charging information.

[0102] like Figure 4 As shown, after the central control module verifies the first charging information, it can calculate the charging priority of the target vehicle.

[0103] Optionally, in step S102, determining the charging priority of the target vehicle based on the first charging information includes:

[0104] S1021, Determine the charging priority of the target vehicle based on the remaining battery power and time requirements of the target vehicle.

[0105] Specifically, the central control module calculates the priority based on the received charging information, including the target vehicle's battery capacity, remaining charge, rated charging voltage / current, and estimated charging time, using a preset weighted algorithm formula. The formula is: Priority = (1 - Remaining Charge) × 0.6 + (1 - Estimated Charging Time / Standard Charging Time) × 0.4. For example, a vehicle with 25% remaining charge and an estimated charging time of 1.5 hours (standard charging time set to 2 hours) would have a priority of (1 - 0.25) × 0.6 + (1 - 1.5 / 2) × 0.4 = 0.55 (out of 1.0).

[0106] Subsequently, the central control module assigns priorities based on the calculation results: 0.8-1.0 is "emergency priority" (corresponding to remaining battery power <20%, or estimated charging time <1 hour), 0.5-0.8 is "high priority" (remaining battery power 20%-40%), 0.3-0.5 is "medium priority" (remaining battery power 40%-60%), and less than 0.3 is "low priority" (remaining battery power >60%). The preferred time for determining charging priority is 800-1000ms.

[0107] Finally, the central control module stores the charging demand data (first charging information) containing this priority determination result into the "demand buffer" and waits for the power allocation process to be called.

[0108] The above steps S102 and S103 can be executed by the charging demand acquisition and parsing unit of the central control module. Its function is to receive vehicle charging demand information, complete protocol handshake, data verification and parsing, determine the charging priority of the target vehicle, and provide a basis for power allocation.

[0109] The specific workflow of the charging demand acquisition and parsing unit is as follows: ① Vehicle access to charging pile → ② Interface detection (confirm physical connection and insulation status) → ③ Protocol handshake (supports GB / T 27930, CCS, CHAdeMO) → ④ Receive vehicle data (battery capacity, remaining power, rated voltage / current, charging mode preference) → ⑤ CRC check (verify data integrity) → ⑥ Parse data to determine the charging priority of the target vehicle and store it in the "demand buffer".

[0110] For example, when an electric vehicle is connected, the charging demand acquisition and parsing unit parses out the battery capacity of 75kWh, the remaining power of 25%, the rated charging voltage of 400V, the rated current of 150A, and the required power of 60kW, and marks the data as "high priority" (remaining power <30%).

[0111] S103, power is allocated to the target vehicles according to the charging priority to control the charging module to charge the corresponding target vehicles. In this step, the central control module includes a dynamic power allocation unit, which intelligently and dynamically allocates the total available power of the system to each target vehicle according to the charging priority determined in step S102.

[0112] In some embodiments, step S103, which involves allocating power to the target vehicle according to the charging priority, includes:

[0113] S1031, Obtain the total output power of the rectifier and filter module of the charging island;

[0114] S1032, determine the allocated power of the charging island;

[0115] S1033, determine the remaining available power of the charging island based on the total output power of the rectifier and filter module and the allocated power of the charging island;

[0116] S1034, compare the total power demand of each target vehicle with the remaining available power to determine the power allocation method.

[0117] like Figure 4 and Figure 5 As shown, the dynamic power allocation unit first performs available power calculation in step S1031, and the calculation time is preferably 1000-1200ms.

[0118] Specifically, available power = total output power of rectifier and filter modules; for example, if 3 ZL-200kW modules are used in parallel, the total output power = 3 × 200kW × module load rate (if the current load rate is 90%, then the total power = 540kW).

[0119] In other embodiments, when the charging island includes an energy storage module, the energy storage module is connected to the central control module, and the available power = total output power of the rectifier and filter module (600kW) - charging and discharging power of the energy storage module (discharging is positive / charging is negative).

[0120] For example, the dynamic power distribution unit reads the total output power of the rectifier and filter module: 3 ZL-200kW modules in parallel, total output power = 3 × 200kW × module load rate (if the current load rate is 90%, then the total power = 540kW).

[0121] The dynamic power allocation unit reads the status of the energy storage module: If the grid is in a low-voltage period (0:00-6:00), the energy storage module is charging, and the available power is reduced by the charging power of the energy storage module (e.g., 200kW), so the available power = 540-200=340kW; If the grid is in a high-voltage period (18:00-20:00), the energy storage module is discharging, and the available power is increased by the discharging power of the energy storage module (e.g., 200kW), so the available power = 540+200=740kW.

[0122] After determining the available power, the dynamic power allocation unit calculates the allocated power: iterates through the vehicles already allocated in the "demand buffer" and adds up their current power (e.g., 3 high-priority vehicles, each with 60kW, have been allocated 180kW).

[0123] Remaining available power = Total available power - Allocated power (e.g., 740-180=560kW during peak hours).

[0124] After determining the remaining available power of the charging island, the dynamic power allocation unit compares the total power demand of each target vehicle with the remaining available power to determine a specific power allocation method. In some embodiments, step S1034, comparing the total power demand of each target vehicle with the remaining available power to determine the power allocation method, includes:

[0125] S201, if the total required power is less than or equal to the remaining available power, the power shall be allocated in full according to the vehicle requirements of each of the target vehicles.

[0126] S202, if the total power demand is greater than the remaining available power, power is allocated to each of the target vehicles in descending order of charging priority, wherein the charging priority includes high priority, medium priority and low priority, the target vehicles with high priority are allocated full power, the target vehicles with medium priority are allocated power proportionally, and the target vehicles with low priority have their power reduced.

[0127] When the dynamic power allocation unit executes the power allocation logic, if the total power demand is less than or equal to the remaining available power, it allocates the full amount according to the target vehicle's demand and records the allocation result. For example, if the demand is 500kW less than or equal to 560kW, and the target vehicle's demand is 60kW, then 60kW will be allocated. The allocation result includes the charging module ID and the target power indicator.

[0128] If the total power demand exceeds the remaining available power, power is allocated according to priority from highest to lowest. High-priority vehicles receive the full power allocation, medium-priority vehicles receive a proportional allocation, and low-priority vehicles have their power reduced. For example, if the demand is 600kW > 560kW, two emergency priority vehicles, each with 60kW, will receive a total of 120kW, leaving a remaining available power of 560-120=440kW. Five medium-priority vehicles with a total demand of 300kW will receive the full power allocation. Two low-priority vehicles with a total demand of 180kW will have a remaining available power of 440-300=140kW, so each will receive 70kW. The optimal execution time for power allocation is 1200-1500ms.

[0129] After determining the power allocation method, the dynamic power allocation unit issues an allocation command (preferably with a duration of 1500-1800ms). The dynamic power allocation unit of the central control module sends a "power allocation command" to the corresponding charging module via the CAN bus, including the target voltage (e.g., 400V), target current (e.g., 150A, corresponding to 60kW), and start time (immediate start / delayed start, with a possible 5-minute delay for low-priority vehicles). Upon receiving the command, the charging module replies with a "confirmation frame" and adjusts the PWM duty cycle of the DC / DC converter to prepare for power output, thereby achieving precise and controlled charging of the target vehicle. This ensures that, even with limited power resources, the system can maximize the fulfillment of high-priority demands while guaranteeing system operational safety.

[0130] As can be seen from the above, in this embodiment, the dynamic power allocation unit allocates power based on vehicle demand, single bus status (voltage / current), and charging module load using a "priority-weighted" algorithm to ensure optimal resource utilization. The dynamic power allocation unit is equipped with a priority power allocation algorithm.

[0131] Power allocation logic: ① Calculate the total power demand of all vehicles → ② If the total demand ≤ available power: allocate according to the demand of each vehicle → ③ If the total demand > available power: allocate according to priority from high to low, with high priority vehicles receiving full allocation and low priority vehicles receiving allocation according to the remaining power ratio (e.g., if the remaining available power is 100kW, and the demand of 2 low priority vehicles is 60kW each, then each vehicle will be allocated 50kW).

[0132] This embodiment of the charging island control method based on a single bus topology acquires first charging information of at least one target vehicle connected to the charging island; determines the charging priority of the target vehicle based on the first charging information; and allocates power to the target vehicle according to the charging priority to control the charging module to charge the corresponding target vehicle. By adopting a single bus topology architecture, it realizes pooled sharing and on-demand precise scheduling of charging module resources, thereby solving the technical problems of low power utilization, high expansion and transformation costs, uneven charging current of multiple charging piles, and poor system reliability in existing charging infrastructure.

[0133] In some embodiments, after allocating power to the target vehicle according to the charging priority in step S103, the method further includes:

[0134] S301, calculate the load rate of each charging module and / or the total current of the single bus after power allocation;

[0135] S302, if the load rate of the charging module exceeds a preset load rate threshold, and / or the total current of the single bus exceeds a preset current threshold, the charging power of the low-priority target vehicle is readjusted.

[0136] Specifically, after the allocation scheme is formed, the allocation results need to be verified. The load rate of each charging module and the total current of a single bus are calculated after allocation. If the limits are exceeded, the power of the low-priority vehicles are readjusted to ensure that the load rate of each charging module does not exceed 100% and the total current of a single bus does not exceed the safety threshold of 2000A.

[0137] Specifically, after the initial priority-based power allocation is completed in step S103, the system immediately executes step S301, which involves real-time calculation and monitoring of key safety parameters, including the individual load rate of each charging module (the ratio of its output power to its rated power) and the total current of the entire single bus. Subsequently, in step S302, the calculated real-time values ​​are compared with preset safety thresholds loaded during the system initialization phase. The preset load rate threshold is 100%, and the preset current threshold is 2000A. If the load rate of any charging module exceeds 100%, or the total current of the single bus exceeds 2000A, the system will readjust the charging power for lower-priority target vehicles.

[0138] The adjustment methods typically include proportionally reducing the allocated power of low-priority vehicles or temporarily delaying their charging start-up until the real-time calculated load rate and total current fall below the safety threshold, thereby effectively solving problems such as poor current balance, low charging efficiency, and concentrated risk of single bus faults.

[0139] In some embodiments, during step S103, when charging the corresponding target vehicle through the multiple charging modules, the method further includes:

[0140] S401, Real-time monitoring of the second charging information of each of the charging modules;

[0141] S402, determine the charging deviation of each charging module according to the second charging information, wherein the charging deviation is determined based on the average value of the second charging information of multiple charging modules;

[0142] S403, the charging module is adjusted according to the charging deviation, wherein the deviation adjustment includes PID control.

[0143] First, in step S401, the parallel control and current balancing unit of the central control module can read the second charging information of all parallel charging modules in real time with a period of 10ms. The second charging information includes the output voltage / current of each module, and its core is the current value, such as module 1: 148A, module 2: 152A, module 3: 149A, etc.

[0144] Next, in step S402, the system calculates the charging deviation based on the collected second charging information. The specific method is as follows: first, calculate the average value of the output current of all parallel modules (for example, the sum of the currents of 10 modules divided by 10 to obtain an average current of 150A), and then compare the real-time current of each module with this average value. The difference is the current deviation of that module (for example, the deviation of module 1 is -2A, and the deviation of module 2 is +2A).

[0145] Finally, as Figure 5 and Figure 6 As shown, in step S403, deviation adjustment is initiated for modules whose current deviation exceeds the allowable range (usually set to exceed ±5% of the average value, i.e., ±7.5A). The deviation adjustment employs PID control for precise control: that is, a comprehensive adjustment amount is calculated based on the magnitude of the current deviation (proportional term Kp=0.5), historical accumulation (integral term Ki=0.2), and changing trend (derivative term Kd=0.1). (For example, for a deviation of +2A and a cumulative deviation of 5A...) For modules with a deviation change rate of 1A / ms, it is calculated that the current needs to be reduced by 2.1A. Then, a command is sent to the charging module via the CAN bus to adjust the PWM duty cycle of its DC / DC converter, thereby accurately pulling its output current back to near the average value until the current deviation of all modules is ≤±5% (e.g., module 1: 148.5A, module 2: 151.2A, module 3: 149.8A...). This ensures stable parallel operation and effectively avoids the imbalance phenomenon of some modules overheating while others operate under light load, significantly improving the overall charging efficiency and equipment lifespan.

[0146] As can be seen from the above, the parallel control and current balancing unit is used to control the parallel operation of multiple charging modules, and achieves current balancing through PID regulation to avoid overload of a single module.

[0147] The specific parallel control process includes: the central control module sends PWM control commands to each charging module via the CAN bus to adjust the IGBT duty cycle and achieve precise control of the output voltage / current (control accuracy ±0.5V / ±0.1A).

[0148] Current balancing is achieved by: ① Real-time acquisition of the output current of each charging module → ② Calculation of the average current and the deviation of each module → ③ Activation of PID regulation (Kp=0.5 / Ki=0.2 / Kd=0.1) → ④ Adjustment of the PWM duty cycle of the deviation module until the deviation is ≤±5%.

[0149] In some embodiments, the method further includes:

[0150] S501, Monitor fault information during the charging process of the target vehicle, wherein the fault information includes at least one of charging module fault information, single bus fault information, interface fault information, and power grid fault information;

[0151] S502, determine the fault diagnosis result based on the fault information, wherein the fault diagnosis result includes at least one of fault type, fault location, fault level, and fault cause;

[0152] S503, Perform corresponding fault handling based on the fault diagnosis results.

[0153] like Figure 6 As shown, in step S501, the fault diagnosis and isolation unit of the central control module can monitor four categories of fault information in real time during the charging process with a sampling period of 1ms. The central control module receives sensor data sent by the fault detection module in real time, monitoring charging module fault information, single bus fault information, interface fault information, and power grid fault information. Among them, charging module fault information includes overvoltage (>750V), overcurrent (>120A), overtemperature (>85℃), and IGBT fault (abnormal drive signal); single bus fault information includes overcurrent (>2000A), overtemperature (>85℃), and insulation fault (insulation resistance <500Ω / V); interface fault information includes charging gun disconnection (CC signal abnormality) and insulation fault (interface insulation resistance <1000Ω / V); power grid fault information includes voltage fluctuation >±10% (<9kV or >11kV) and frequency fluctuation >±0.5Hz (<49.5Hz or >50.5Hz).

[0154] Once the central control module detects an anomaly, it immediately initiates diagnosis in step S502. First, rule-based diagnosis is used, directly comparing the real-time data collected by the sensors with preset safety thresholds. For example, if the detected module temperature is 88℃ and exceeds the 85℃ threshold, it is immediately classified as a "module over-temperature fault." For complex faults such as communication interruptions where rule-based diagnosis cannot directly pinpoint the root cause, fault tree diagnosis is initiated for in-depth tracing: using "CAN communication interruption" as the root node, intermediate nodes such as "module communication chip fault," "CAN bus fault," and "central control module interface fault" are analyzed layer by layer, ultimately locating the leaf node—the final cause is determined by reading the module communication chip status. If the chip is unresponsive, it is classified as a chip fault; if the chip responds normally, the bus waveform is further read, and if the waveform is abnormal, it is classified as a bus fault. After diagnosis, the system outputs clear diagnostic results, including the specific fault type, accurate fault location, and assessed fault level, providing a basis for subsequent precise handling. For example, the fault type is "module 2 over-temperature fault," the accurate fault location is the temperature sensor number T2 of module 2, and the assessed fault level is severe, moderate, or minor.

[0155] Finally, in step S503, the system is activated according to the fault level: For severe faults such as single bus short circuit or sudden voltage drop in the grid, the system immediately sends a "main vacuum circuit breaker trip" command to cut off the power supply to the single bus, sends an "emergency stop" command to all charging modules and disconnects the module contactors, sends an "emergency fault" alarm to the host computer and pushes a "charging interrupted, please pay attention to safety" prompt to the user APP; For general faults such as module overheating or interface insulation failure, the system sends a "stop command" to the faulty module to isolate the unit, then recalculates the remaining available power and dynamically adjusts the power distribution of other modules, and sends a "general fault" alarm to the host computer containing the faulty module number and handling suggestions; For minor faults such as sensor drift or communication packet loss, the system adopts a non-destructive recovery mechanism, including switching to a backup sensor, retransmitting communication commands, and recording fault logs without interrupting charging, only displaying a "minor fault" prompt on the host computer for operation and maintenance reference. Among them, power allocation can be redistributed to idle modules, such as "Module 2 is overheating, ventilation and cooling are recommended", switching to backup sensors can be done such as switching to T1 when temperature sensor T2 drifts, and retransmitting communication commands can be done such as retransmitting 3 times when CAN packets are lost.

[0156] like Figure 6 As shown, when the fault level is a general fault, charging continues. In this case, real-time current balancing can be achieved through the PID control described above.

[0157] Furthermore, the fault recovery process initiates within 100-500 milliseconds after maintenance personnel have resolved physical faults (such as replacing faulty modules or repairing the CAN bus). When maintenance personnel send a "fault recovery" command via the local UI or host computer, the central control module first performs a comprehensive self-test on the repaired faulty module, including verifying the communication link, hardware operating status, and protection functions. After the self-test passes, the system reinstates the module to the available resource pool and recalculates and allocates power based on the latest system status, subsequently resuming normal charging operation. Resolving physical faults can include replacing faulty modules or repairing the CAN bus. This embodiment achieves precise fault isolation and rapid recovery, reducing the average fault diagnosis time from several hours in traditional technologies to less than 30 minutes, significantly improving system reliability and maintainability.

[0158] As can be seen from the above, the fault diagnosis and isolation unit is used to monitor system operating parameters in real time, diagnose fault types and locations, quickly isolate faulty modules, and ensure the operation of part of the system.

[0159] The fault diagnosis and isolation unit includes the following dual diagnosis: "rule + fault tree": ① Rule diagnosis: determine whether the parameters exceed the threshold (e.g., charging module over-temperature > 85℃, single bus over-current > 2000A) → ② Fault tree diagnosis: if the rule cannot locate the problem (e.g., communication interruption), trace the root cause through the fault tree (root node: communication interruption; intermediate nodes: CAN bus fault, module communication chip fault; leaf nodes: loose wiring, chip damage).

[0160] Fault isolation in the fault diagnosis and isolation unit includes: ① Upon fault diagnosis, immediately send a command to disconnect the contactor of the faulty unit (e.g., the KM1 contactor between the charging module and the single busbar) → ② Mark the faulty unit as "offline" and reallocate the remaining module power → ③ Push fault information (type, location, and suggested handling solution) to the host computer and user APP. Figure 6 As shown, when the central control module does not detect a fault, it can monitor whether charging is complete. If it is complete, it stops charging, calculates the cost, and pushes settlement information to the user's APP. If it is not complete, it can achieve real-time current balancing through the aforementioned PID adjustment.

[0161] In some embodiments, the charging island further includes an energy storage module, and the method further includes:

[0162] S601 monitors the power grid load and determines the power grid status;

[0163] S602, control the energy storage module according to the power grid status, wherein if the power grid status is a low load period, charge the energy storage module; if the power grid status is a high load period, discharge the energy storage module.

[0164] First, the grid coordination and energy storage control unit of the central control module monitors the grid load in real time, for example, with a sampling period of 1 second. It collects grid voltage (U), current (I), and frequency (f) through the LV28-P voltage sensor and ACS758 current sensor of the grid access module, and uses the formula P=√3×U×I×cos (power factor cos) Calculate the real-time load using a factor of 0.9, and then determine the power grid status: if the load is lower than 60% of the rated load of the power grid (for example, when the rated load of a 10kV distribution network is 10MW, P < 6MW) and it is in the period from 0:00 to 6:00, it is determined to be a load trough; if the load is higher than 80% of the rated load (P > 8MW) and it is in the period from 18:00 to 20:00, it is determined to be a load peak; the rest are normal loads.

[0165] Then, the energy storage module dynamically controls itself according to the grid status: during off-peak hours, the central control module sends a charging command to the energy storage module, setting the charging power to 200kW and the charging voltage to 750V, and monitors the SOC of the energy storage battery in real time. When the SOC is ≥90%, charging is automatically stopped to avoid overcharging; during peak hours, a discharging command is sent, setting the discharging power to 200kW and the discharging voltage to 750V, and discharging is stopped when the SOC is ≤20% to prevent over-discharging; if a serious grid fault occurs (such as voltage <9kV or frequency <49.5Hz), the energy storage module immediately switches to backup power mode to provide emergency power to important loads (such as 3 charging piles) until the grid is restored. In some embodiments, the method further includes:

[0166] S701, If ​​the power grid status is peak load, determine the total power reduction;

[0167] S702, determine the power reduction target based on the charging priority;

[0168] S703, perform power reduction on the power reduction target according to the total power reduction amount;

[0169] If the power grid is in peak load mode, i.e., during peak load periods, the system synchronously performs coordinated charging power control: calculating the total power to be reduced, prioritizing the reduction of power for low-priority vehicles; if this still does not meet the requirements, further reducing the power for medium-priority vehicles, and issuing power reduction commands to the corresponding charging modules via the CAN bus, while simultaneously pushing adjustment notifications to the user's APP; when the power grid load recovers to below 80% of the rated value, the system automatically sends power recovery commands, gradually restoring the charging power to the original allocated value. For example, if the total power is 500kW, and the total power to be reduced is 30% of 500kW, i.e., 150kW, then 75kW is reduced for each of the two low-priority vehicles.

[0170] As can be seen from the above, the grid coordination and energy storage control unit work together with the grid to smooth out peaks and fill valleys, reducing the impact on the grid. At the same time, the charging flexibility is improved by setting up energy storage modules.

[0171] The grid load monitoring of the grid coordination and energy storage control unit includes: real-time acquisition of grid voltage (10kV±10%), current, and frequency (50Hz±0.2Hz) through the LV28-P voltage sensor and ACS758 current sensor of the grid access module, and analysis of load status.

[0172] The control logic of the grid coordination and energy storage control unit is as follows: ① Off-peak load (0:00-6:00): Control the energy storage module to charge (power 200kW) and store electrical energy → ② Peak load (18:00-20:00): The energy storage module discharges (power 200kW) to supplement the power of the single bus, while reducing the charging power of low-priority vehicles (reduction by 30%) → ③ Grid anomaly (voltage fluctuation > ±5%): Immediately suspend some charging modules (prioritizing low-priority vehicles) until the grid is restored.

[0173] In summary, the charging island control method based on a single busbar topology provided in this application uses a single busbar as the core power transmission carrier. Through the synergy of a modular hardware architecture and intelligent software control strategies, it achieves parallel operation of multiple charging modules, dynamic power allocation, and precise fault isolation, solving the problems commonly found in current charging islands, such as low power utilization, high expansion costs, uneven charging current across multiple charging piles, and large fault impact range. The software control strategy of this application is developed based on the RTX5 system and consists of six core processes: initialization, charging demand processing, power allocation, parallel control, fault handling, and grid coordination, achieving intelligent control throughout the entire lifecycle. Furthermore, the software framework of this application adopts a layered + modular design, with each unit (initialization unit, charging demand acquisition and parsing unit, dynamic power allocation unit, parallel control and current balancing unit, fault diagnosis and isolation unit, grid coordination and energy storage control unit, etc.) having clearly defined functions and working together efficiently.

[0174] The charging island control method based on a single busbar topology provided in this application is applicable to various scenarios such as public fast charging stations, community charging islands, commercial vehicle charging stations, and highway service area charging nodes. It has a wide range of applications and is compatible with more than 95% of mainstream new energy vehicle models (supporting multiple charging protocols such as GB / T, CCS, and CHAdeMO). It can meet the needs of 10-20 vehicles charging simultaneously at a single station, and the power utilization rate can reach 85%-95%, which is 30%-50% higher than that of traditional distributed charging piles. It provides technical support for the large-scale deployment and efficient operation of new energy vehicle charging facilities.

[0175] The charging island control method based on a single bus topology provided in this application, through the innovative design of "single bus topology + parallel control," effectively optimizes aspects such as power utilization, expansion capability, reliability, compatibility, and grid coordination. Specific advantages are as follows:

[0176] 1) Power utilization is significantly improved, reducing resource waste.

[0177] (1) Module sharing and reuse of idle resources: All charging modules are connected through a single busbar to achieve "one pool sharing". When a module is idle (such as when a vehicle has finished charging), the central control module can allocate it to other vehicles in need within 500ms to avoid module standby. The measured power utilization rate of the single busbar charging island is 85%-95%, which is 30%-50% higher than that of distributed charging piles (50%-70%). Based on a 10-pile charging station (total power of 600kW), it can provide an additional 100,000 kWh of electricity per year (24-hour operation, utilization rate increased by 30%: 600×24×365×30%≈100,000 kWh).

[0178] (2) Dynamic power allocation and on-demand supply: Based on the priority algorithm of vehicle remaining power and time demand, it ensures that high-demand vehicles (such as those with 20% remaining power and urgent need for the vehicle) receive full power first, while low-demand vehicles (such as those with 70% remaining power) are allocated power on demand, avoiding the waste of "high-power modules serving low-demand needs". For example, when 10 vehicles are charging at the same time, high-priority vehicles can be charged at a full 60kW, while low-priority vehicles are charged at 30kW, making the total power utilization more reasonable.

[0179] 2) Convenient and low-cost expansion, adapting to increasing demand.

[0180] (1) Plug and play, no busbar modification required: When adding a new charging module, the module only needs to be connected to a single busbar through a "hot-swappable plug". The central control module automatically identifies the module and completes the initialization. The construction period is ≤2 days, which is 70% shorter than that of distributed charging piles (7-15 days). Many busbar charging islands (which require busbar modification and 6-8 hours of power outage) can achieve "zero power outage expansion".

[0181] (2) Low expansion cost and fast return on investment: The cost of adding one CD-60kW module is about RMB15,000 (including hardware and debugging), which is 40% lower than that of distributed charging piles (RMB25,000 per pile); based on an average daily charging volume of 50kWh per module and an electricity price difference of RMB0.5 / kWh, the annual income is about RMB9,000 (50×0.5×365), and the investment payback period is only 1.7 years.

[0182] 3) The fault has a small impact range and high reliability.

[0183] (1) Precisely isolate faults and prevent fault propagation: Each charging module is equipped with an independent fast contactor and the bus is equipped with a main vacuum circuit breaker. In case of a fault, the fault unit can be isolated within 10ms (if the module fault only affects 1 charging pile, the power supply can be quickly cut off if the bus fault occurs). The fault impact range of multiple bus charging islands (faults affect 25%-50% of charging piles) is reduced by more than 75%.

[0184] (2) Accurate diagnosis and high operation and maintenance efficiency: The dual diagnosis algorithm of "rules + fault tree" is adopted, and the fault diagnosis accuracy rate is ≥95%, which is 30% higher than the traditional manual troubleshooting (accuracy rate 60%-70%). At the same time, fault handling suggestions are provided (such as "module overheating, ventilation and cooling are recommended"). The average fault troubleshooting time is ≤30 minutes, which is 75% shorter than that of distributed charging piles (≥2 hours). The system MTBF (mean time between failures) reaches more than 10,000 hours, which is 25%-60% higher than the existing technology.

[0185] 4) Good charging balance and high efficiency

[0186] (1) Current balancing and long module life: Through the PID current balancing algorithm, the current deviation is ≤ ±5% when multiple modules are running in parallel, which is 75% lower than the existing single bus technology (deviation 20%), avoiding overload and heat generation of some modules (temperature ≤ 85℃) and light load of some modules, and extending the module life by 30% (from 5 years to 6.5 years).

[0187] (2) High charging efficiency and good user experience: The current balance brings about the improvement of charging efficiency. The efficiency deviation is ≤ ±3% when multiple charging piles are charging at the same time. The overall charging efficiency reaches 92%-94%, which is 5%-8% higher than that of the bus charging island (85%-88%). Taking the charging of a certain model EV (75kWh battery) as an example, it only takes 45 minutes to charge from 30% to 80% (requiring 37.5kWh), which is 18% shorter than the traditional technology (55 minutes), and the user wait time is shorter.

[0188] 5) High compatibility and wide applicability

[0189] (1) Multi-protocol support, full vehicle coverage: The control unit integrates mainstream charging protocols such as GB / T 27930, CCS, and CHAdeMO, and supports software upgrades (upgrade cycle ≤ 1 week). It can be adapted to more than 95% of new energy vehicle models (including different brands of models, different models of the same brand, etc.), which is 20%-30% higher than distributed charging piles (compatible with 60%-80%).

[0190] (2) Multi-scenario adaptability and flexible deployment: The single bus topology is simple and the area occupied is only 60%-70% of that of distributed charging piles (a 10-pile charging station occupies an area of ​​about 50㎡, while the traditional one requires 70-80㎡). It can be flexibly deployed in public fast charging stations (high traffic volume), community charging islands (small space), commercial vehicle stations (high power requirements), highway service areas (high reliability requirements), etc., to meet the needs of different users.

[0191] 6) Strong grid coordination capability, meeting the requirements of smart grids.

[0192] (1) Peak shaving and valley filling to reduce grid pressure: Through grid load monitoring and energy storage control, during peak hours (18:00-20:00), the energy storage discharges to supplement power (200kW), while reducing the power of low-priority vehicles (30%), which can reduce the peak load impact of the charging island on the grid by 30%-40%, and avoid grid voltage fluctuation exceeding the limit (≤±2%), which is more than 60% higher than the traditional charging island (fluctuation 5%-8%).

[0193] (2) Emergency power supply to enhance grid resilience: Energy storage modules can be set up as needed. When the grid is interrupted, the energy storage modules can serve as backup power sources. For example, they can support 3 charging piles for 2 hours of emergency charging to meet users' emergency energy replenishment needs and buy time for the grid to recover. This is in line with the development direction of "source, grid, load and storage" coordination of smart grid.

[0194] like Figure 7 As shown, the charging control system architecture of this application is divided into three layers: hardware layer, software layer, and interaction layer. Each layer works together to realize the full life cycle operation management of the charging island. The hardware layer provides the power transmission and basic control carrier for the system, including the above-mentioned grid access module, rectifier and filter module, single bus, charging module, charging pile interface module, energy storage module (optional), fault detection module, and central control module. Each module is connected through standardized interfaces and supports modular expansion.

[0195] Its core hardware parameters include: the grid access module uses a ZW32-12 type 10kV high-voltage circuit breaker (rated current 630A); the rectifier and filter module consists of three ZL-200kW three-phase full-bridge rectifier units in parallel (output 750VDC, total output current 801A); the single busbar uses a TMY-100×10 copper busbar (rated current 2000A, equipped with a PT100 temperature sensor and an ACS758 current sensor); the charging module consists of 10 CD-60kW DC / DC converters. The device (input 750VDC, output 200-750VDC / 0-120A, using IGBT power devices, switching frequency 20kHz); the energy storage module is a CL-500kWh lithium iron phosphate battery pack (750V / 667Ah) + SD-200kW bidirectional DC / DC converter; the central control module is based on an ARM Cortex-A9 processor (S5P4418, main frequency 1.4GHz, 1GBDDR3 memory + 8GBNANDFlash).

[0196] The software layer is developed based on the RTX5 real-time operating system and adopts a top-down modular design, divided into an application layer, a control layer, and a driver layer. Each layer interacts through standardized APIs, with a total code length of 30,129 lines (C / C++). The development tool is MDK-ARMProfessionalVersion. The driver layer is responsible for the underlying drivers of hardware devices, including sensor (current, voltage, temperature) drivers, IGBT drivers, CAN / Ethernet communication drivers, etc., encapsulating hardware details and providing a unified calling interface for upper layers. The control layer is the core algorithm layer, containing modules such as initialization control, charging demand parsing, dynamic power allocation, parallel current balancing, fault diagnosis and isolation, and grid collaborative control. The application layer consists of user- and operation-oriented functional modules, including charging status monitoring, payment settlement, remote control, and fault alarms. The interaction layer enables the system to interact with users and the host computer, including the local UI of the charging pile (supporting single charging / single discharging / charge and discharge mode configuration), the user terminal APP (supporting charging reservation, progress query, and payment), and the host computer management system (supporting multi-charging island cluster monitoring and load scheduling). The communication methods include CAN bus (500kbps, used for real-time communication between modules), Ethernet (TCP / IP, used for host computer interaction), and 4G (MQTT protocol, used for user APP interaction).

[0197] The charging control system architecture adopts a top-down software design approach, with lower layers providing foundational support for upper layers. The application layer operates on a task-by-task basis, with events driving various application scenarios. The business layer provides entry points for handling different events. The module interface layer and protocol interface layer provide abstract encapsulations for the module and protocol layers, respectively, facilitating business layer calls and shielding the implementation details of the module and protocol layers. The link interface layer provides an abstract encapsulation for the link layer, extracting a unified link call interface. Since Linux's VFS provides a general (device) file operation interface, the A-core does not require separate encapsulation, as the operating system already provides the corresponding encapsulation. The M-core, however, requires separate manual encapsulation. The event management layer provides interfaces for event registration, deletion, configuration, querying, sending, and receiving, transforming task management into event management. The operating system layer uses Linux for the A-core and RTX for the M-core. The physical layer represents the actual hardware devices.

[0198] Furthermore, this application significantly improves code reusability through modular encapsulation and standardized interface design, as specifically implemented below:

[0199] Independent encapsulation of functional modules: Core software functions (such as power allocation, fault diagnosis, and current balancing) are encapsulated as independent modules. Each module only exposes input and output interfaces, and its internal logic is decoupled from other modules. For example, the "dynamic power allocation unit" can be reused by modifying configuration parameters (such as priority weight and power limit threshold) according to the needs of different scenarios (public fast charging stations / community charging islands) without modifying the core algorithm code, achieving a module reuse rate of over 80%.

[0200] Hardware driver abstraction: The driver layer abstracts and encapsulates different hardware models (such as the ACS758 / LV28-P current sensor and the CD-60kW / CD-80kW charging module), providing a unified interface for "sensor data reading" and "charging module power control". When the hardware model is changed, only the adaptation code of the corresponding module in the driver layer needs to be modified. The control layer and application layer do not need to be adjusted, and the hardware adaptation cycle is shortened from the traditional 7 days to 1-2 days.

[0201] Code version management and reuse library construction: Establish a code reuse library to include verified modules (such as CRC check algorithms and PID adjustment algorithms) to support version iteration and quick access. For example, the "PID current balancing algorithm" can be directly reused for charging modules of different power levels (60kW / 80kW / 100kW) by adjusting the Kp / Ki / Kd parameters (e.g., Kp=0.5 / Ki=0.2 / Kd=0.1 for 60kW module, Kp=0.4 / Ki=0.15 / Kd=0.08 for 80kW module), avoiding redundant development.

[0202] The charging pile system adopts a "modular" design, modularizing its various functions so they can be directly assembled and applied to different scenarios. This design philosophy not only improves code reusability but also significantly reduces development time and verification processes, thereby effectively improving development efficiency. Furthermore, the complete modularity of each module allows for the rapid separation of modules with cross-platform capabilities.

[0203] To further enhance the system's cross-platform capabilities, standard libraries and cross-platform interfaces are used as much as possible during the coding process. This ensures that the software runs seamlessly on different platforms, thus better adapting to market demands. Furthermore, specific system call interfaces are appropriately encapsulated. This achieves better portability between different platforms without requiring excessive modifications to the upper-level logic. For example, system call interface I is supported, but the RTX platform does not support it, instead using interface H. Modules A, B, C, and D all call interface H. If modules A, B, C, and D are to be ported to RTX, then modules A, B, C, and D must all be modified. Therefore, in this embodiment, as shown... Figure 8 As shown, a general interface M is encapsulated based on interface I. The porting process only requires modifying interface M. This encapsulation method better ensures the cross-platform nature of the software.

[0204] Through this design philosophy, the charging pile system has not only been greatly enriched and enhanced in terms of functionality, but has also achieved significant advantages in code reuse and cross-platform operation. This provides a solid foundation for the long-term maintenance and upgrades of the system, while also reserving sufficient expansion space for future technological developments. This design approach helps improve the system's maintainability, scalability, and reusability, laying a solid foundation for the successful application of the charging pile system.

[0205] This application also improves coding efficiency and reduces coding difficulty through underlying logic encapsulation, visual configuration tools, and standardized development specifications. Specific measures are as follows:

[0206] The underlying logic is "black boxed": The core algorithms of the control and drive layers (such as fault tree analysis and dynamic power allocation) are developed and encapsulated by senior engineers. Coders do not need to understand the details of the algorithms; they only need to implement the functions by calling the API. For example, when implementing the "charging module start" function, coders only need to call the ChargeModule_Start(moduleId, targetPower) interface without having to worry about the underlying logic such as IGBT driving and voltage and current closed-loop control.

[0207] Visual configuration tools are supported: The accompanying Hssy-Setting 2.33 configuration tool and the charging stack main control board setting tool 2.51 are developed to support the configuration of core parameters (such as charging module current limits, grid load thresholds, and fault alarm thresholds) through a graphical interface, eliminating the need for manual code modification. For example, when configuring the "single bus over-temperature protection threshold," simply enter "85℃" in the tool and save it; the tool will automatically generate a configuration file and distribute it to the central control module, reducing the parameter debugging capabilities required of coders.

[0208] Standardized development documentation and templates: Detailed development manuals (including API descriptions, module interaction flows, and troubleshooting guides) and code templates (such as module initialization templates and communication protocol parsing templates) are provided, allowing coders to quickly develop new features based on these templates. For example, when developing the "charging fee settlement" module, the "data collection-fee calculation-result upload" framework from the template can be directly reused, requiring only the addition of specific billing logic (such as per-degree billing / per-hour billing), thus shortening the new feature development cycle by 40%.

[0209] Without design documentation, coders need to understand the overall business logic and functional planning of the system before they can begin coding. With design documentation, however, coders other than the architects don't need to understand all the business logic; they only need to implement the specified content according to the interfaces outlined in the documentation, thus reducing the technical requirements for coders. This is possible because the "modular" design decomposes the overall business logic into tasks, breaking down each overall task into independent sub-functional modules. Coders only need to focus on the specific functionality they need to implement. By reducing the technical requirements for coders, it ensures the rapid onboarding of newcomers, thereby improving personnel utilization.

[0210] This application utilizes a multi-module communication mechanism and task scheduling strategy to achieve collaborative work among various hardware / software modules, ensuring orderly task execution. The core collaboration method is as follows:

[0211] Inter-module communication and collaboration: A multi-channel communication architecture of "CAN bus + Ethernet + 4G" is adopted, with clear division of tasks for each channel.

[0212] CAN bus (real-time channel): responsible for real-time data interaction (such as control commands, current and voltage data, and fault signals) between the central control module and the charging module, fault detection module, and charging pile interface module. The communication cycle is 10ms to ensure the real-time performance of parallel control.

[0213] Ethernet (Big Data Channel): Responsible for the interaction between the central control module and the host computer management system (such as 24-hour charging data, fault logs, and load scheduling instructions), using the TCP / IP protocol with a data transmission rate of 100Mbps;

[0214] 4G (User Interaction Channel): Responsible for the interaction between the central control module and the user APP (such as charging reservation, progress push, and payment settlement), using the MQTT protocol to ensure low power consumption and long connection.

[0215] For example, after the vehicle is fully charged, the charging pile interface module sends a "charging complete signal" (including charging amount and duration) to the central control module via the CAN bus. After the central control module calculates the cost, it uploads the data to the host computer via Ethernet (for reconciliation) and pushes it to the user's APP via 4G (for payment).

[0216] Task scheduling collaboration: Based on the multi-task scheduling mechanism of the RTX5 real-time operating system, a "priority preemption" strategy is adopted to ensure that critical tasks are executed first. The task priority division is shown in Table 1:

[0217] Table 1 Task Priorities and Detailed Information

[0218]

[0219] Scheduling logic: High-priority tasks can preempt low-priority tasks (e.g., when a fault isolation task is triggered, the current balancing task is immediately paused and fault isolation is performed); tasks of the same priority adopt a "time slice round-robin" strategy (e.g., two P3 tasks, each task is executed for 500ms before switching), to ensure that tasks are not "starved".

[0220] Human-computer collaboration: Through multi-terminal collaboration of "local UI + APP + host computer", the needs of different roles are met:

[0221] User app: Initiate charging reservation, check progress, and pay fees without interfering with the charging process;

[0222] Operations and maintenance (local UI): Configure charging mode (single charge / single discharge / charge and discharge), troubleshoot (view module status);

[0223] Operations (Host computer): Monitor multi-charging island clusters, formulate load scheduling strategies (such as power rationing during peak hours), and collect operational data (charging volume, revenue).

[0224] Collaboration Example: The operations team issues an instruction via the host computer to "reduce power by 30% during peak hours (18:00-20:00)" → After receiving the instruction, the central control module adjusts the power allocation strategy (reduces the power of low-priority vehicles) → The maintenance team views the adjusted load of each module through the local UI → The user receives a notification via the APP that "Charging power has been adjusted, and the estimated charging time has been extended by 30 minutes".

[0225] In the current charging pile system, all tasks can be started through configuration, and different priorities can be set for each task according to different application scenarios and business logic. After a task starts, it is in a silent state by default (blocked, not consuming CPU resources), blocking and listening for events. When a relevant event arrives, the task is awakened and executes the relevant event interface.

[0226] For RTX (Real-Time Operating System), high priority means absolute preemption. For Linux (Balanced Operating System, without real-time patches, and configured for preemption), all memory space except for critical intervals locked by interrupts, soft interrupts, and spin locks can be preempted.

[0227] Example 2

[0228] A second aspect of this application also provides a charging island control device based on a single bus topology, such as... Figure 9 As shown, it includes: an acquisition module 10, a priority determination module 20, and a power allocation module 30, wherein:

[0229] The acquisition module 10 is configured to acquire first charging information of at least one target vehicle connected to the charging island;

[0230] Priority determination module 20 is configured to determine the charging priority of the target vehicle based on the first charging information;

[0231] The power allocation module 30 is configured to allocate power to the target vehicle according to the charging priority, so as to control the charging module to charge the corresponding target vehicle.

[0232] In some embodiments, the priority determination module 20 is further configured to:

[0233] The charging priority of the target vehicle is determined based on its remaining battery power and time requirements.

[0234] In some embodiments, the power distribution module 30 is further configured to:

[0235] Obtain the total output power of the rectifier and filter module of the charging island;

[0236] Determine the allocated power of the charging island;

[0237] The remaining available power of the charging island is determined based on the total output power of the rectifier and filter module and the allocated power of the charging island.

[0238] The total power demand of each target vehicle is compared with the remaining available power to determine the power allocation method.

[0239] In some embodiments, the power distribution module 30 is further configured to:

[0240] If the total required power is less than or equal to the remaining available power, the power shall be allocated in full according to the vehicle requirements of each of the target vehicles.

[0241] If the total power demand is greater than the remaining available power, power is allocated to each target vehicle in descending order of charging priority, wherein the charging priority includes high priority, medium priority and low priority. The target vehicles with high priority are allocated full power, the target vehicles with medium priority are allocated power proportionally, and the target vehicles with low priority have their power reduced.

[0242] In some embodiments, the charging island control device based on a single bus topology further includes an adjustment module configured to:

[0243] After allocating power to the target vehicle according to the charging priority, the load rate of each charging module and / or the total current of the single bus are calculated after the power allocation.

[0244] If the load rate of the charging module exceeds a preset load rate threshold, and / or the total current of the single bus exceeds a preset current threshold, the charging power of the low-priority target vehicle will be readjusted.

[0245] In some embodiments, the charging island control device based on a single bus topology further includes a deviation adjustment module, configured as follows:

[0246] During the charging process of the target vehicle through multiple charging modules, the second charging information of each charging module is monitored in real time.

[0247] The charging deviation of each charging module is determined based on the second charging information, and the charging deviation is determined based on the average value of the second charging information of multiple charging modules;

[0248] The charging module is adjusted according to the charging deviation, wherein the deviation adjustment includes PID control.

[0249] In some embodiments, the charging island control device based on a single bus topology further includes a fault monitoring module, configured as follows:

[0250] The fault information during the charging process of the target vehicle is monitored, wherein the fault information includes at least one of the following: charging module fault information, single bus fault information, interface fault information, and power grid fault information.

[0251] The fault diagnosis result is determined based on the fault information, wherein the fault diagnosis result includes at least one of the following: fault type, fault location, fault level, and fault cause.

[0252] Based on the fault diagnosis results, corresponding fault handling shall be carried out.

[0253] In some embodiments, the charging island further includes an energy storage module, and the charging island control device based on a single bus topology further includes an energy storage control module, configured as follows:

[0254] Monitor the power grid load to determine the power grid status;

[0255] The energy storage module is controlled according to the power grid status. If the power grid status is a low load period, the energy storage module is charged; if the power grid status is a high load period, the energy storage module is discharged.

[0256] In some embodiments, the charging island further includes a power regulation module configured as follows:

[0257] If the power grid is in peak load condition, determine the total power reduction amount;

[0258] The power reduction targets are determined based on the charging priority.

[0259] Power reduction is applied to the power reduction target based on the total power reduction amount;

[0260] When the grid load decreases to a preset grid load threshold, the charging power of the object being reduced will be restored to its original power allocation value.

[0261] The charging island control device based on single bus topology provided in this application, by adopting a single bus topology architecture and combining dynamic power allocation, parallel current balancing, fast fault isolation and grid collaborative control, realizes pooled sharing and on-demand precise scheduling of charging module resources, thereby solving the technical problems of low power utilization, high expansion and transformation costs, uneven charging current of multiple charging piles and poor system reliability in existing charging infrastructure.

[0262] Example 3

[0263] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be performed by instructions, or by instructions controlling related hardware. These instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0264] Therefore, a third embodiment of this application provides a storage medium that is a computer-readable medium storing a computer program that, when executed by a processor, implements the method provided in any of the above embodiments of this application.

[0265] Example 4

[0266] The fourth embodiment of this application provides an electronic device, which includes at least a memory and a processor. The memory stores a computer program, and the processor implements the method provided in any of the above embodiments of this application when executing the computer program in the memory.

[0267] The aforementioned storage medium may be included within the aforementioned electronic device; or it may exist independently and not assembled into the electronic device. The aforementioned storage medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: acquire at least two Internet Protocol (IP) addresses; send a node evaluation request including at least two IP addresses to a node evaluation device, wherein the node evaluation device selects an IP address from the at least two IP addresses and returns it; and receive the IP address returned by the node evaluation device; wherein the acquired IP address indicates an edge node in the content delivery network.

[0268] Alternatively, the storage medium may carry one or more programs that, when executed by the electronic device, cause the electronic device to: receive a node evaluation request including at least two Internet Protocol (IP) addresses; select an IP address from the at least two IP addresses; and return the selected IP address; wherein the received IP address indicates an edge node in the content delivery network.

[0269] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including but not limited to object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the passenger's computer, partially on the passenger's computer, as a standalone software package, partially on the passenger's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer can be connected to the passenger's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0270] It should be noted that the storage medium described above in this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0271] In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any storage medium other than a computer-readable storage medium, capable of transmitting, propagating, or transmitting a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the storage medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0272] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A method for controlling a charging island based on a single bus topology, characterized in that, The charging island includes a plurality of busbars, each busbar including a plurality of charging modules, and the method includes: obtaining first charging information of at least one target vehicle accessing the charging island; determining a charging priority of the target vehicle according to the first charging information; power allocation to the target vehicle according to the charging priority to control the charging module to charge the corresponding target vehicle.

2. The single bus topology based charging island control method of claim 1, wherein, The determination of the charging priority of the target vehicle according to the first charging information includes: determining the charging priority of the target vehicle based on the remaining power and time demand of the target vehicle.

3. The single bus topology based charging island control method of claim 1, wherein, The power allocation to the target vehicle according to the charging priority includes: obtaining the total output power of the rectifier filter module of the charging island; determining the allocated power of the charging island; determining the remaining available power of the charging island according to the total output power of the rectifier filter module and the allocated power of the charging island; comparing the total demand power of each target vehicle with the remaining available power to determine the power allocation mode.

4. The single bus topology based charging island control method of claim 3, wherein, The comparison of the total demand power of each target vehicle with the remaining available power to determine the power allocation mode includes: if the total demand power is less than or equal to the remaining available power, the power is allocated in full according to the vehicle demand of each target vehicle; if the total demand power is greater than the remaining available power, the power is allocated to each target vehicle in order from high to low according to the charging priority, wherein the charging priority includes high priority, medium priority and low priority, the target vehicle of the high priority is allocated power in full, the target vehicle of the medium priority is allocated power in proportion, and the target vehicle of the low priority is reduced power.

5. The single bus topology based charging island control method of claim 1, wherein, After the power allocation to the target vehicle according to the charging priority, the method further includes: calculating the load rate of each charging module and / or the total current of the single busbar after power allocation; if the load rate of the charging module exceeds the preset load rate threshold, and / or the total current of the single busbar exceeds the preset current threshold, the charging power of the low priority target vehicle is readjusted.

6. The single bus topology based charging island control method of claim 1, wherein, During the process of charging the corresponding target vehicle by a plurality of charging modules, the method further includes: real-time monitoring of the second charging information of each charging module; determining the charging deviation of each charging module according to the second charging information, the charging deviation being determined according to the average value of the second charging information of a plurality of charging modules; adjusting the charging module according to the charging deviation, wherein the adjustment includes PID adjustment.

7. The single bus topology based charging island control method of claim 6, wherein, The method further includes: monitoring fault information during the charging of the target vehicle, wherein the fault information includes at least one of charging module fault information, single busbar fault information, interface fault information and power grid fault information; determining a fault diagnosis result according to the fault information, wherein the fault diagnosis result includes at least one of fault type, fault location, fault level and fault cause; performing corresponding fault handling according to the fault diagnosis result.

8. The single bus topology based charging island control method of claim 1, wherein, The charging island further includes an energy storage module, and the method further includes: monitoring the power grid load to determine the power grid state; According to the power grid state, the energy storage module is controlled, wherein if the power grid state is a load valley, the energy storage module is charged; if the power grid state is a load peak, the energy storage module is discharged.

9. The single bus topology based charging island control method of claim 8, wherein, The method further comprises: If the power grid state is a load peak, determining a total power reduction amount; According to the charging priority, determining a power reduction object; According to the total power reduction amount, performing power reduction on the power reduction object; When the power grid load decreases to a preset power grid load threshold, the charging power of the reduction object is restored to the original power distribution value.

10. A charging island control device based on single bus topology, characterized in that, Comprise: An acquisition module configured to acquire first charging information of at least one target vehicle accessing a charging island; A priority determination module configured to determine a charging priority of the target vehicle according to the first charging information; A power distribution module configured to distribute power to the target vehicle according to the charging priority, so as to control the charging module of the charging island to charge the corresponding target vehicle.

Images