An electric vehicle looped network sharing charging system

Abstract

The application relates to the technical field of new energy automobile charging facilities, and discloses an electric automobile looped network sharing charging system, which comprises a rectification power supply module, a looped direct current bus, a plurality of charging terminal modules and a power distribution control module. The rectification power supply module constructs a direct current power pool shared by the whole station through the looped direct current bus. The power distribution control module calculates the ratio of total charging demand power and total available power as a load pressure coefficient in real time, and dynamically adjusts an emergency degree weight and a system optimization weight based on the coefficient. By using the adjusted weight, the priority score is calculated in combination with the state of charge of the vehicle, the mileage demand and the segmented growth waiting time factor. When the power is limited, the distribution logic of the guaranteed power and the dynamically added power is executed. The application realizes physical sharing of power resources and adaptive adjustment of strategies, effectively guarantees the charging demand of emergency users and long-time waiting users under high load working conditions while the power grid optimization is considered.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle charging facilities technology, specifically to an electric vehicle ring network shared charging system. Background Technology

[0002] With the rapid growth of new energy vehicle ownership, centralized charging stations have become a crucial infrastructure. However, existing DC charging systems mostly employ independent power supply for each charging station or power allocation based on simple power sharing logic. Their control strategies are often simplistic and rigid, lacking real-time perception and response capabilities to the overall system load status. Especially during peak charging periods or when power resources are limited, existing technologies often struggle to accurately assess the urgency of users based on factors such as remaining battery power, mileage requirements, and waiting time, failing to dynamically adjust between system efficiency and user needs. This leads to problems such as emergency vehicles not receiving sufficient power in time, or long-queuing vehicles falling into power starvation due to insufficient allocation weights when the system is overloaded, making it difficult to meet the refined management needs of complex and ever-changing charging scenarios. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a shared charging system for electric vehicles in a ring network. This system solves the problems of existing charging systems having a single, rigid allocation strategy when power resources are limited, failing to adaptively adjust strategy weights according to real-time load pressure, and thus failing to meet users' urgent needs (such as low battery or long waiting times), queuing fairness, and system operating efficiency.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] This invention provides a ring-network shared charging system for electric vehicles, including a rectifier power supply module, a ring DC bus, multiple charging terminal modules, and a power distribution control module. The rectifier power supply module converts AC power to DC power; the ring DC bus connects to its output terminal and extends to each parking space; the charging terminal modules are connected in parallel to the bus. The power distribution control module is configured to: calculate the ratio of total charging demand power to total available power as a load pressure coefficient; dynamically adjust the urgency weight and system optimization weight based on this coefficient, making the urgency weight positively correlated with the load pressure coefficient; and use the adjusted weights to calculate vehicle priority scores and control power distribution.

[0006] Preferably, the rectifier power supply module includes a parallel rectifier unit, and the ring DC bus forms a shared DC power pool for the entire station; the charging terminal module only includes a terminal power adjustment and communication unit, and does not include a high-power rectifier unit.

[0007] Preferably, the priority score is a weighted sum of the urgency index and its weight, and the system optimization index and its weight. When the load pressure coefficient is in a low range, the urgency weight is set to a minimum value; when it is in a high range, it is controlled to increase non-decreasingly with increasing load pressure.

[0008] Preferably, the urgency index is calculated based on SOC (negatively correlated), the ratio of remaining range to full-charge range (positively correlated), and a charging wait time factor. The charging wait time factor is a piecewise function, where the growth rate after exceeding a time threshold is greater than the growth rate before exceeding the threshold. The system optimization index is calculated based on grid dispatch instructions and charging efficiency.

[0009] Preferably, when power is limited, the minimum guaranteed power to maintain communication is allocated first; the remaining available power is calculated; and additional power is allocated sequentially according to priority scores from high to low.

[0010] Preferably, the charging terminal module is used to receive destination distance information; the control module connects each module via a bus or Ethernet and updates the data periodically.

[0011] This invention achieves physical power sharing through a ring bus and utilizes load pressure coefficient linkage adjustment strategy weights: under light load, it focuses on system optimization, while under heavy load, it focuses on ensuring the emergency needs of users with low power and long waiting times; combined with segmented duration factors and a safety net mechanism, it prevents charging deadlock and maintains the connection of the entire station.

[0012] This invention provides a ring network shared charging system for electric vehicles. It has the following beneficial effects:

[0013] 1. This invention realizes dynamic sharing of power resources across the entire station based on a ring DC bus, effectively reducing terminal hardware costs and improving system compatibility and equipment utilization.

[0014] 2. This invention achieves an adaptive balance between operational economy and the urgent needs of users, and can dynamically adjust strategy weights according to system load status to cope with different operating conditions.

[0015] 3. This invention achieves stable vehicle connection across the entire station and fair protection for users waiting for long periods. It effectively prevents power starvation and charging deadlock through a guaranteed allocation and segmented acceleration mechanism. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall system structure according to an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram of the system logic architecture and data acquisition process according to an embodiment of the present invention;

[0018] Figure 3This is a flowchart illustrating the logic of the multi-dimensional priority evaluation algorithm in an embodiment of the present invention.

[0019] Figure 4 This is a flowchart illustrating the power allocation execution logic of an embodiment of the present invention;

[0020] Figure 5 This is a simulation diagram comparing the SOC (State of Charge) change trends of emergency vehicles under different strategies according to embodiments of the present invention;

[0021] Figure 6 This is a trend graph showing the change in single-vehicle charging power with waiting time according to an embodiment of the present invention;

[0022] Figure 7 This is a simulation diagram of the dynamic response of the system load pressure coefficient and weight in an embodiment of the present invention.

[0023] Among them, 10 is the rectifier power supply module; 20 is the ring DC bus; 30 is the charging terminal module; and 40 is the power distribution control module. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Reference Figure 1 The present invention provides a ring network shared charging system for electric vehicles, including: a rectifier power supply module 10, a ring DC bus 20, multiple charging terminal modules 30 and a power distribution control module 40.

[0026] The input terminal of the rectifier power supply module 10 is connected to the external AC power grid, and the output terminal is connected to the ring DC bus 20. The rectifier power supply module 10 contains multiple sets of parallel-connected AC / DC rectifier units. The rectifier power supply module 10 is configured to convert the input AC power into high-voltage DC power and provide DC power to the ring DC bus 20 through its output terminal. The rectifier power supply module 10 is also configured to send its real-time output total available power data to the power distribution control module 40.

[0027] The ring DC bus 20 is laid in a closed ring topology. The ring DC bus 20 includes a positive DC bus and a negative DC bus. The power supply access node of the ring DC bus 20 is connected to the DC output terminal of the rectifier power supply module 10, and extends through multiple preset charging positions, finally closing to form a current loop.

[0028] Multiple charging terminal modules 30 are respectively installed at corresponding charging parking spaces. The input terminal of each charging terminal module 30 is connected in parallel to the power tap interface (or power take-off node) reserved at the corresponding parking space on the ring DC bus 20. The charging terminal module 30 is configured to establish a physical connection and a communication connection with the electric vehicle.

[0029] The charging terminal module 30 internally includes an end-point power adjustment unit and a battery management system communication unit. The end-point power adjustment unit is configured to adjust the voltage or current obtained from the ring DC bus 20 to match the battery parameters of the electric vehicle. The battery management system communication unit is configured to read data from the electric vehicle's battery management system (BMS).

[0030] The power distribution control module 40 establishes communication connections with the rectifier power supply module 10 and all charging terminal modules 30. The communication connection uses a controller area network (CAN) bus or Ethernet communication protocol. The power distribution control module 40 is configured to collect the total available power parameters of the rectifier power supply module 10 and the vehicle status data uploaded by each charging terminal module 30.

[0031] The power distribution control module 40 is configured to calculate the system load stress coefficient based on the collected data and adjust the power distribution strategy accordingly. The formula for calculating the system load stress coefficient is as follows:

[0032] ;

[0033] in, This refers to the system load pressure coefficient. This represents the total charging power demand received by the system from all charging vehicles at the current moment. This represents the total available power that the rectifier power supply module 10 can output at the current moment.

[0034] The power distribution control module 40 is configured to monitor the above parameters in real time. When the calculated... Less than or equal to At that time, the power distribution control module 40 sends instructions to each charging terminal module 30 to make its output power equal to the vehicle's requested power.

[0035] When the calculation yields Greater than At that time, the power allocation control module 40 is configured to execute power allocation logic based on dynamic priority.

[0036] Each charging terminal module 30 is also configured to acquire specific status parameters of the electric vehicle it is connected to and send these parameters to the power distribution control module 40. The status parameters include the vehicle's current state of charge, the waiting time after the vehicle is connected, the remaining range of the vehicle to reach its destination, and the estimated driving range when the vehicle is fully charged.

[0037] The power allocation control module 40 is configured to receive the above parameters and, in conjunction with the grid dispatch instruction urgency coefficient and the vehicle charging efficiency coefficient, calculate the priority score for each electric vehicle. The grid dispatch instruction urgency coefficient is either sent from the external grid dispatch center to the power allocation control module 40 or generated by the power allocation control module 40 according to a preset time period strategy.

[0038] The charging terminal module 30 also includes a human-machine interface unit. The human-machine interface unit is configured to receive remaining mileage data input by the user, or to read remaining mileage data directly from the electric vehicle's navigation system via a vehicle-to-charging-pile communication protocol.

[0039] The rectifier power supply module 10, the ring DC bus 20, and multiple charging terminal modules 30 together constitute the hardware foundation for power sharing across the entire station. The power distribution control module 40, as a logic operation unit, is configured to dynamically adjust the weight parameters in the distribution algorithm based on the system load pressure coefficient, thereby controlling the total output of the rectifier power supply module 10 and the branch outputs of each charging terminal module 30.

[0040] Reference Figure 2 The power distribution control module 40 is internally configured with a data acquisition unit, a logic operation unit, and an instruction distribution unit. The data acquisition unit periodically reads the status register data of the rectifier power supply module 10 and each charging terminal module 30 through the communication interface.

[0041] Regarding the acquisition of total available power parameters, the power distribution control module 40 is configured to receive the real-time maximum output capacity value uploaded by the rectifier power supply module 10. This maximum output capacity value is calculated in real time by the controller inside the rectifier power supply module 10 based on the number of currently online rectifier units, the health status of the rectifier units, and the voltage fluctuations of the input AC power grid. This value is the value in the aforementioned formula. .

[0042] Regarding the acquisition of vehicle power demand, each charging terminal module 30 is configured to establish a handshake connection with the electric vehicle's battery management system via a communication protocol between the vehicle and the charger (e.g., GB / T27930 standard). The charging terminal module 30 reads the current battery voltage and battery current demand messages from the battery management system and calculates the requested power for a single vehicle. The power distribution control module 40 accumulates the requested power for each vehicle uploaded by all connected charging terminal modules 30 to obtain the total system charging power demand.

[0043] Regarding the collection of vehicle status parameters, the charging terminal module 30 is configured to execute the following data acquisition logic:

[0044] Read the SOC data from the battery management system message, which represents the current remaining percentage of the vehicle's battery charge.

[0045] The vehicle waiting time is recorded by an internal timer. The timer is triggered by either a physical connection confirmation signal for the charging gun being set or a successful user authentication signal being set. The current count value of the timer is the time parameter.

[0046] Obtain mileage parameters. The human-machine interface unit of the charging terminal module 30 is equipped with a numerical input interface to receive the remaining mileage upon arrival at the destination and the estimated range of the vehicle on a full charge, input by the user. Alternatively, if the vehicle communication protocol supports this, the charging terminal module 30 is configured to directly read the navigation remaining mileage data and the instrument panel range data from the vehicle bus.

[0047] Regarding the acquisition of external environmental signals, the power distribution control module 40 is equipped with an external communication interface for connecting to the upper-level energy management system or power grid dispatch center. The power distribution control module 40 receives the urgency coefficient of the power grid dispatch command. This coefficient is a normalized value, ranging from 0 to 1.

[0048] When a grid frequency over-limit signal or an emergency load shedding command is received, the power distribution control module 40 is configured to set the grid dispatch command urgency coefficient to a preset high threshold range (e.g., 0.9 to 1.0); when a peak shaving and valley filling plan command is received, the grid dispatch command urgency coefficient is set to a medium threshold range (e.g., 0.5 to 0.8); when an economic incentive signal is received or the grid load is in a low-valley period, the grid dispatch command urgency coefficient is set to a low threshold range (e.g., 0.1 to 0.4).

[0049] The power distribution control module 40 is also equipped with a charging efficiency database. This database stores charging efficiency curves for different types of power batteries under different states of charge (SOC) ranges. The power distribution control module 40 queries the database based on the read vehicle battery type identifier and the current SOC value to determine the charging efficiency coefficient.

[0050] The power distribution control module 40 is configured to validate the raw data collected above. The validation logic includes checking whether the values ​​exceed physical limits and whether there are errors in the communication frames. For data that passes the validation, the power distribution control module 40 stores it in a real-time database as input variables for subsequent calculations of load pressure coefficient and priority score.

[0051] The power distribution control module 40 is configured to calculate the system load stress coefficient as described above. Two key weighting parameters were determined for subsequent priority scoring: urgency weight and system optimization weight.

[0052] The urgency weight characterizes the importance of meeting the user's emergency charging needs relative to responding to the grid's optimization objectives under the current system load conditions. The power distribution control module 40 has a pre-set calculation model for the urgency weight. This model is configured as a piecewise linear function, such that the urgency weight changes with the system load pressure coefficient. The increase in indicates a non-decreasing trend.

[0053] Specifically, the power distribution control module 40 is configured to calculate the urgency weight according to the following formula:

[0054] ;

[0055] in, Weighted by urgency; This refers to the aforementioned system load pressure coefficient; These are all preset constant coefficients used to define the threshold of the segmented intervals and the growth slope of each interval.

[0056] For the four load ranges defined by the above formula, the power distribution control module 40 executes the following specific adjustment logic:

[0057] The first interval, when When the value is less than or equal to 0.5, it indicates that the system is under light load, and the total available power is much greater than the total required power. At this time, the power distribution control module 40 will... The system is locked at a preset minimum value of 0.2. In this state, the system's allocation strategy is mainly driven by the system's optimization weights, prioritizing vehicles to charge within the range permitted by the power grid command or where charging efficiency is highest.

[0058] The second interval, when When the value is between 0.5 and 0.8, it indicates that the system load begins to rise. The power distribution control module 40 controls this. With a high growth rate (slope of 2) Linear increase. When When it reaches 0.8, It quickly climbed to 0.8. This range setting allows the system to respond quickly to the urgency of user needs in the early stages of increased load, rapidly switching from a strategy focused on system optimization to one focused on user-critical needs.

[0059] The third interval, when When the value is between 0.8 and 1.0, the system is close to full load. The power distribution control module 40 controls this. It continues to grow, but the growth rate decreases (the slope is 0.5). The value transitions smoothly from 0.8 to 0.9. This range is designed to ensure policy stability under high loads and prevent drastic changes in weight parameters.

[0060] The fourth interval, when A value greater than 1.0 indicates that the system is in an overload state. The power distribution control module 40 will... The value is locked at the preset maximum value of 0.9. In this state, the system's allocation strategy prioritizes meeting users' urgent charging needs, minimizing their waiting anxiety.

[0061] The power distribution control module 40 is also configured to calculate... Calculate the system optimization weights. The calculation formula is as follows:

[0062] ;

[0063] in, Optimize the weights for the system.

[0064] Through the above mechanism, the power allocation control module 40 achieves real-time linkage between weight parameters and physical load status. The system recalculates within each calculation cycle (e.g., every millisecond). Value and update and This ensures that subsequent power allocation is always based on the current power grid supply and demand situation.

[0065] Reference Figure 3 The power distribution control module 40 is configured to calculate the urgency weight based on the aforementioned steps. and system optimization weights Furthermore, by combining vehicle status parameters and external environmental signals, a comprehensive priority score is calculated for each vehicle waiting to be charged. The calculation model for the comprehensive priority score is configured as a linear weighted summation, as shown in the following formula:

[0066] ;

[0067] in, The score is based on overall priority. This represents the vehicle's emergency response coefficient. For the vehicle's system optimization coefficients; and The weight values ​​are the dynamically calculated values ​​mentioned above.

[0068] The power distribution control module 40 is configured to calculate the urgency coefficient using three-dimensional sub-factors. These three dimensions are: low battery anxiety factor based on remaining battery power, queuing time cost factor based on waiting time, and range anxiety factor based on destination distance. The specific calculation formulas are as follows:

[0069] ;

[0070] in, This represents the current percentage of the vehicle's state of charge. This represents the remaining distance the vehicle needs to reach its destination. This is the estimated driving range of the vehicle when it is fully charged. The waiting time for the vehicle to be connected; , , These are the preset first weight coefficient, second weight coefficient, and third weight coefficient, used to normalize the magnitude of each sub-factor.

[0071] Regarding the waiting time factor in the public The power allocation control module 40 is configured to use segmented acceleration growth logic. This logic aims to differentiate the priority growth rate between short-term and long-term waiting periods. When the waiting time exceeds a preset threshold, the system increases the growth slope of this factor to compensate for the priority of users with long-term waiting periods. The calculation formula is as follows:

[0072] ;

[0073] in, The unit is minutes; The preset time threshold (minutes); This represents the growth coefficient for the first stage. This is the growth coefficient for the second stage, and it is configured as follows: .

[0074] According to the above By definition, during the first 30 minutes of a vehicle wait, its time priority increases linearly with time. Once the wait exceeds 30 minutes, the time increment for the excess period is multiplied by a larger coefficient. This makes The value shows an accelerating upward trend after 30 minutes, thus improving the ranking of long-waiting vehicles when calculating the overall priority score.

[0075] Regarding the other two items in the urgency coefficient: the first item adopts... The square form makes low-electricity vehicles (e.g.) The calculation results for vehicles with less than 20% of their battery capacity show a sharp, non-linear increase, thus assigning higher weight to low-battery vehicles in the mathematical model. The third item adopts... The ratio form when the remaining mileage Near or exceeding full charge range When this ratio increases, it indicates that the vehicle is at risk of not reaching its destination, thus increasing its priority.

[0076] The power distribution control module 40 is configured to calculate the system optimization coefficients using two sub-factors: the grid command response factor and the charging efficiency matching factor. The specific calculation formulas are as follows:

[0077] ;

[0078] in, This refers to the urgency coefficient of the aforementioned power grid dispatch instructions; The vehicle charging efficiency coefficient obtained from the aforementioned query; These are the preset fourth and fifth weighting coefficients, respectively.

[0079] The power distribution control module 40, through the aforementioned calculation process, generates a real-time comprehensive priority score for each electric vehicle connected to the ring DC bus 20. This score changes with the vehicle's... It decreases with increasing latency, increases with increasing waiting time, and is dynamically modulated by the real-time system load stress coefficient. When the system is under heavy load, The various factors in It occupies a dominant position in the composition; when the system is under light load, The various factors in The influence weight increases.

[0080] Reference Figure 4 The power distribution control module 40 is configured to periodically execute a power distribution strategy. At the beginning of each execution cycle, the power distribution control module 40 first compares the current total charging power demand of the system with the total available power of the rectifier power supply module 10.

[0081] When the current total charging demand is less than or equal to the total available power, the power distribution control module 40 determines that the system is in a power surplus state. In this state, the power distribution control module 40 directly issues a power output command to each charging terminal module 30, with the set power value in the command equal to the requested power value of the corresponding vehicle. At this time, the charging needs of all connected vehicles are fully met.

[0082] When the current total charging power demand exceeds the total available power, the power allocation control module 40 determines that the system is in a power-limited state. In this state, the power allocation control module 40 initiates a power allocation logic that includes a basic guarantee phase, a priority ranking phase, and a remaining power addition phase.

[0083] During the basic protection phase, the power allocation control module 40 is configured to prioritize allocating a preset minimum guaranteed power to each connected charging terminal module 30. This minimum guaranteed power is set as the minimum power threshold required to maintain normal communication with the electric vehicle's battery management system and auxiliary power supply. This step ensures that no connected vehicle will trigger a connection timeout or disconnection due to zero power allocation.

[0084] After completing the basic power allocation, the power allocation control module 40 calculates the remaining available power of the system. The calculation formula is as follows:

[0085] ;

[0086] in, This refers to the remaining usable power of the system after deducting the minimum guaranteed power. This represents the total number of currently connected vehicles. This is the minimum guaranteed power for a single vehicle.

[0087] During the priority ranking phase, the power allocation control module 40 reads the comprehensive priority score of each vehicle calculated in the previous steps. The power distribution control module 40 distributes all vehicles according to... The values ​​are arranged in descending order to generate an ordered allocation queue.

[0088] During the remaining power addition phase, the power allocation control module 40 is configured to process the power addition request of each vehicle sequentially according to the ordered allocation queue. For each vehicle in the queue, the power allocation control module 40 first calculates its unmet power shortage, which is the vehicle's original requested power minus the minimum guaranteed power already obtained.

[0089] Subsequently, the power distribution control module 40 compares the current system's remaining available power with the vehicle's power deficit, and determines the smaller of the two values ​​as the vehicle's actual additional power. The power distribution control module 40 adds this actual additional power to the vehicle's final allocated power, deducts the corresponding value from the system's remaining available power, and updates the system's remaining available power.

[0090] The power distribution control module 40 repeats the above additional steps until all vehicles in the queue have been traversed, or the remaining available power of the system drops to zero.

[0091] After calculating the final power allocation for each vehicle, the power allocation control module 40 sends a final execution command to each charging terminal module 30 via the communication network. Upon receiving the command, the charging terminal module 30 controls its internal end power adjustment unit to limit the output current or voltage, ensuring that the actual output power does not exceed the received final power allocation value. Simultaneously, the rectifier power supply module 10 adjusts the operating state of its rectifier unit based on the allocation results of all terminals to maintain voltage stability on the ring DC bus 20.

[0092] Reference Figures 5-7 To more clearly illustrate the power allocation logic of this invention, a specific numerical calculation scenario is constructed below.

[0093] Scenario Setting: Assume the total available power of rectifier power supply module 10 is 600kW. At the current moment, three electric vehicles (vehicle A, vehicle B, and vehicle C) are connected to the ring DC bus 20, all of which are requesting charging. The minimum guaranteed power is set to 20kW. The real-time status parameters of each vehicle are collected as follows:

[0094] Vehicle A (Emergency Need Type):

[0095] Requested power = 300kW =10% (extremely low battery), waiting time = 5 minutes, remaining range / full charge range ratio = 0.9 (cannot reach destination), charging efficiency coefficient = 0.95

[0096] Vehicle B (General Demand Type):

[0097] Requested power = 200kW =60%, Waiting time = 10 minutes, Remaining range / Full charge range ratio = 0.2, Charging efficiency coefficient = 0.85

[0098] Vehicle C (long-waiting type):

[0099] Requested power = 250kW =40%, Waiting time = 45 minutes (exceeding the 30-minute threshold), Remaining range / Full charge range ratio = 0.4, Charging efficiency coefficient = 0.90

[0100] Step 1: Calculate the load pressure coefficient

[0101] ;

[0102] ;

[0103] result: The system is in an overload state.

[0104] Step 2: Determine the dynamic weights

[0105] According to the aforementioned piecewise function, when hour:

[0106] ;

[0107] ;

[0108] Result: The system entered a high-emergency mode to prioritize user needs.

[0109] Step 3: Calculate the priority score for each vehicle. Assume the normalization coefficients are set as follows: Time parameters Power grid coefficient (Simplified calculations, ignoring) (minor impact).

[0110] Vehicle A calculation:

[0111] Energy consumption: 100 × (1 − 0.1) 2 =81. Time Item: =1×5=5, Mileage item: 50×0.9=45 =81+5+45=131、 ≈131 × 0.9 = 117.9

[0112] Vehicle B calculation:

[0113] Battery capacity: 100 × (1 − 0.6) 2 =16. Time Item: =1×10=10, Mileage item: 50×0.2=10 =16+10+10=36、 ≈36 × 0.9 = 32.4

[0114] Vehicle C calculation:

[0115] Energy consumption: 100 × (1 − 0.4) 2 =36. Time Item (Triggering Acceleration): =1×30+3×(45−30)=30+45=75, Mileage item: 50×0.4=20, =36+75+20=131、 ≈131×0.9=117.9 (Note: Although vehicle C has a decent battery level, its battery level is low due to the long waiting time.) Its significant contribution allowed it to catch up with vehicle A in the score.

[0116] Step 4: Perform power allocation

[0117] Guaranteed allocation: A, B, and C will each receive 20kW.

[0118] ;

[0119] Sort: (117.9)≈ (117.9)> (32.4). Assume A is slightly better than C.

[0120] Additional allocation:

[0121] Vehicle A: Shortage of 280kW. Allocated to A300kW (full capacity). Update .

[0122] Vehicle C: Shortage of 230kW. Allocated to C250kW (full capacity). Update .

[0123] Vehicle B: Shortage of 180kW. Assigned to B50kW (partially satisfied). Update .

[0124] Final result: Vehicle A (most urgently needed) and Vehicle C (waited too long) received full power support, while Vehicle B (not urgently needed) only received basic charging power, reflecting a balanced allocation strategy.

[0125] To verify the effectiveness of the dynamic power allocation method proposed in this invention, the following system model was constructed in a simulation environment and compared with the traditional power sharing strategy.

[0126] Simulation environment settings:

[0127] Simulation object: A ring network system containing one rectifier power supply module (total power 800kW) and 10 charging terminal modules.

[0128] Input variables: Generate a random arrival sequence of 10 electric vehicles. 30% of these are designated as emergency vehicles (initially). <20%), 70% are ordinary vehicles (initial) >50%).

[0129] Control group:

[0130] Strategy A (this invention): Employs an allocation algorithm based on load pressure coefficient and multi-dimensional priority.

[0131] Strategy B (Traditional Equal Distribution): When power is insufficient, the total available power is shared equally among all vehicles.

[0132] Simulation Result Analysis:

[0133] Reference Figure 5 The horizontal axis represents charging time (minutes), and the vertical axis represents average SOC (%). The solid line in the graph represents strategy A of this invention, and the dashed line represents traditional strategy B. Simulation data shows that under system overload ( During the specified time period, the SOC growth rate of emergency vehicles under Strategy A was significantly higher than that under Strategy B. Specifically, Strategy A took an average of 35 minutes to charge an emergency vehicle from 10% to 80%, while Strategy B took 52 minutes. This indicates that the present invention, by identifying high... Value and increase Weighting successfully achieved the shift to lower weights. Vehicle tilting power resources.

[0134] Reference Figure 6 The horizontal axis represents vehicle waiting time (minutes), and the vertical axis represents allocated power. The graph shows the power acquisition of a vehicle with a low initial priority (high SOC) while queuing. The curve shows that... During this phase, the vehicle's allocated power was maintained at the minimum guaranteed level (20kW). At the inflection point, the slope of the curve changes abruptly, and the distributed power begins to show an accelerating upward trend. At that time, the vehicle's allocated power reached 80% of its requested power. This result verifies the formula... The effectiveness of the segmented acceleration factor proves that the system can automatically compensate users who are in a waiting state for a long time, preventing them from experiencing charging deadlock due to prolonged lack of power allocation.

[0135] Reference Figure 7 The graph shows the load pressure coefficient (left axis) and urgency weight (right axis) on the dual Y-axis, respectively. The simulation handled the situation of several vehicles concentrating on their access. The value jumps dramatically (from 0.4 to 1.3). The results show that... Following The value changes smoothly from 0.2 to 0.9 according to the preset piecewise linear logic, with a response delay of less than 100ms. This confirms that the power distribution control module can sense the power grid supply and demand imbalance in real time and adjust its strategy accordingly.

[0136] In conclusion, simulation experiments show that, compared with the traditional power sharing strategy, the proposed allocation method based on load linkage and multi-dimensional dynamic priority is superior.

[0137] Under overload conditions, the charging completion time for vehicles in urgent need was reduced by approximately 32.7%;

[0138] This effectively solved the power shortage problem for vehicles queuing for long periods.

[0139] This ensures the system's policy adaptability under high load pressure and achieves a dynamic balance between power resources that are urgently needed by users and system optimization.

Claims

1. A shared charging system for electric vehicles in a ring network, characterized in that, include: A rectifier power supply module (10) is used to convert the input AC power into high voltage DC power; A ring-shaped DC bus (20) is connected to the output terminal of the rectifier power supply module (10) and extends to each charging station in a closed ring topology. Multiple charging terminal modules (30) are connected in parallel on the ring DC bus (20) for connecting electric vehicles and outputting electrical energy; The power distribution control module (40) is used to obtain the total charging power demand of all connected electric vehicles and the total available power of the rectifier power supply module (10) in real time, and to determine the load pressure coefficient reflecting the degree of system congestion based on the ratio between the total charging power demand and the total available power. The power distribution control module (40) is also used to dynamically adjust the urgency weight and system optimization weight based on the load pressure coefficient, and to calculate the priority score of each connected electric vehicle using the adjusted urgency weight and system optimization weight. The rectifier power supply module (10) is controlled to adjust the total output power according to the priority score, and the charging terminal module (30) is controlled to adjust the branch output power at the same time. When calculating the priority score, the power allocation control module (40) specifically does the following: The vehicle's urgency index is calculated based on the read vehicle status parameters, and the system optimization index is calculated based on the collected external environmental signals and the vehicle's inherent attributes. The urgency index is multiplied by the urgency weight, the system optimization index is multiplied by the system optimization weight, and the sum of the products is used as the priority score.

2. The electric vehicle ring network shared charging system according to claim 1, characterized in that, The annular DC bus (20) includes a positive DC bus and a negative DC bus, which are used to form a closed DC current loop; The rectifier power supply module (10) includes multiple sets of rectifier units connected in parallel. The DC output terminals of the rectifier units are connected to the power input terminals of the ring DC bus (20) at multiple points to form a DC power pool shared by the entire station. The charging terminal module (30) includes an end power adjustment unit and a battery management system communication unit. The end power adjustment unit is used to adjust the DC power from the ring DC bus (20), and the battery management system communication unit is used to establish a communication connection with the connected electric vehicle and read the vehicle status parameters.

3. The electric vehicle ring network shared charging system according to claim 1, characterized in that, The power allocation control module (40) follows the following logic when dynamically adjusting the urgency weight and system optimization weight: Preset load pressure threshold; When the load pressure coefficient is less than or equal to the load pressure threshold, the urgency weight is set to a preset minimum value to prioritize satisfying the system optimization index. When the load pressure coefficient is greater than the load pressure threshold, the urgency weight increases non-decreasingly with the increase of the load pressure coefficient until the urgency weight reaches a preset maximum weight value.

4. The electric vehicle ring network shared charging system according to claim 1, characterized in that, The vehicle status parameters read are specifically: The vehicle's current state of charge, where the lower the state of charge, the higher the emergency index; The ratio of the vehicle's remaining range to its destination to its fully charged range; the higher the ratio, the higher the urgency index. The vehicle's charging wait time factor indicates the urgency index; the longer the vehicle's charging wait time, the higher the urgency index.

5. The electric vehicle ring network shared charging system according to claim 4, characterized in that, The vehicle's charging wait time factor is set as a piecewise increasing function: When the vehicle's waiting time for charging does not exceed a preset time threshold, the waiting time factor increases linearly with time. After the vehicle's waiting time for charging exceeds the preset time threshold, the growth rate of the waiting time factor is greater than the growth rate when it does not exceed the preset time threshold, which is used to complete the priority acceleration compensation for vehicles with long waiting time.

6. The electric vehicle ring network shared charging system according to claim 1, characterized in that, The collected external environmental signals and vehicle inherent attributes are specifically as follows: The urgency of power grid dispatch instructions; the higher the urgency, the higher the system optimization index. The charging efficiency of a vehicle under its current state of charge; the higher the charging efficiency, the higher the system optimization index.

7. The electric vehicle ring network shared charging system according to claim 1, characterized in that, When the total charging power demand exceeds the total available power, the power allocation control module (40) executes the following allocation logic: Prioritize allocating a preset minimum guaranteed power to each connected charging terminal module (30); Calculate the remaining available power of the system after deducting all minimum guaranteed power; The connected electric vehicles are sorted from highest to lowest according to their priority scores to obtain the sorting results; According to the sorting results, additional power is allocated to each charging terminal module (30) in sequence until the remaining available power of the system is allocated or the charging needs of all connected electric vehicles are met.

8. The electric vehicle ring network shared charging system according to claim 1, characterized in that, The charging terminal module (30) includes a human-machine interaction unit, which is used to receive vehicle destination distance information input by the user and send the vehicle destination distance information to the power distribution control module (40) to calculate the priority score.

9. The electric vehicle ring network shared charging system according to claim 1, characterized in that, The power distribution control module (40) is connected to the rectifier power supply module (10) and the charging terminal module (30) via a controller local area network bus or Ethernet, and periodically updates the load pressure coefficient and the priority score at a preset frequency.

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