A fast charging pile method and system based on dynamic power distribution

Abstract

This invention relates to the field of charging power allocation technology, and discloses a method and system for fast charging piles based on dynamic power allocation. The method involves: collecting a set of charging station status parameters; calculating the charging gap coefficient for each fast-charging vehicle and determining a blocking flag; allocating target charging power to each fast-charging vehicle from an adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, compressing the power of already connected slow-charging vehicles to the minimum maintenance charging power, and connecting the vehicle first in the fast-charging waiting queue to the charging pile, generating a power allocation vector for each charging pile; distributing the power allocation vector to each charging pile for power tracking, updating the charging station status parameter set with the measured output power of each charging pile, and triggering the next scheduling cycle. This invention solves the power mismatch problem caused by existing static power allocation schemes neglecting the individual charging urgency of vehicles, thus improving charging efficiency.

Description

Technical Field

[0001] This invention relates to the field of charging power distribution technology, and in particular to a fast charging pile method and system based on dynamic power distribution. Background Technology

[0002] The rapid popularization of electric vehicles has led to increasingly prominent resource competition issues for fast charging stations. In particular, in opportunistic access scenarios where vehicles arrive randomly without prior reservation and have short stays, the randomness and urgency of charging demand place higher demands on the power scheduling capabilities of charging stations.

[0003] Existing charging station power allocation mechanisms employ static equal distribution or simple polling, distributing the total power of the charging station evenly according to the number of charging piles. This approach fails to consider the remaining charging needs and dwell time of each vehicle, and cannot differentiate the priority of fast charging and slow charging requests. Consequently, under high-load conditions, fast charging users frequently encounter connection rejection or forced interruptions during charging. Current technology lacks the ability to incorporate congestion and charging interruption risks as quantifiable control targets into power allocation decisions. It cannot dynamically coordinate the power demands of fast and slow charging under the constraints of distribution transformer capacity, resulting in a dilemma of both degraded charging station service quality and low resource utilization. Summary of the Invention

[0004] The main objective of this invention is to provide a fast charging pile method and system based on dynamic power allocation. This invention introduces a charging gap coefficient to quantitatively characterize the energy gap of each fast charging vehicle during its remaining dwell time, transforming the originally unquantifiable risk of charging interruption into a sortable and calculable scheduling basis. This allows the power allocation decision to directly aim at eliminating the charging gap, solving the power mismatch problem caused by the existing static equal distribution scheme neglecting the charging urgency of individual vehicles.

[0005] To achieve the above objectives, the present invention provides a fast charging pile method based on dynamic power allocation, comprising the following steps: Collect the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle, and determine the blocking flag bit; The target charging power is allocated to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum maintenance charging power, and the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile, generating the power allocation vector of each charging pile. The power allocation vector is sent to each charging pile for power tracking, and the charging station status parameter set is updated with the measured output power of each charging pile to trigger the next scheduling cycle.

[0006] Optionally, in a first implementation of the first aspect of the present invention, the step of collecting the charging station status parameter set, calculating the charging gap coefficient of each fast-charging vehicle, and determining the blockage flag includes: The charging status parameters of each access vehicle are obtained by reading the real-time charge status, target departure time, maximum allowable charging power and minimum starting power reported by the BMS of each access vehicle through the CHAdeMO or CCS communication protocol. The total available power of the distribution transformer is read by a smart meter, and the total available power and the charging status parameters of each connected vehicle are used as a set of charging station status parameters. The connected vehicles include fast-charging vehicles and slow-charging vehicles. Based on the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle relative to the remaining charging demand during the remaining dwell time, as well as the blockage flag of each fast-charging vehicle.

[0007] Optionally, in a second implementation of the first aspect of the present invention, the step of calculating the charging gap coefficient of each fast-charging vehicle relative to the remaining charging demand during the remaining dwell time and the congestion flag of each fast-charging vehicle based on the charging station state parameter set includes: The remaining charge demand and remaining dwell time of each fast-charging vehicle are calculated based on the charging station status parameter set, and the charging gap coefficient of each fast-charging vehicle is calculated based on the remaining dwell time and the remaining charge demand. The current power margin is calculated based on the total available power, and the blocking flag is determined based on the current power margin.

[0008] Optionally, in a third implementation of the first aspect of the present invention, the step of calculating the remaining charge demand and remaining dwell time of each fast-charging vehicle based on the charging station state parameter set, and calculating the charging gap coefficient of each fast-charging vehicle based on the remaining dwell time and the remaining charge demand, includes: Calculate the charge difference between the target state of charge and the real-time state of charge for each fast-charging vehicle, and calculate the product of the charge difference with the battery's rated capacity and rated voltage to obtain the remaining charge requirement for each fast-charging vehicle. The remaining dwell time is calculated based on the target departure time and the real-time charging time of the current scheduling cycle, and the product of the first output power of each connected vehicle and the remaining dwell time is used as the current power that can be charged. Calculate the ratio of the current chargeable power to the remaining chargeable power, and truncate the non-negative part of the difference between the ratio and 1 to obtain the charging gap coefficient for each fast-charging vehicle.

[0009] Optionally, in a fourth implementation of the first aspect of the present invention, the step of calculating the current power margin based on the total available power and determining the blocking flag bit based on the current power margin includes: Collect the second output power of each connected vehicle, and subtract the sum of the second output power of all currently connected vehicles from the total available power to obtain the current power margin; When the current power margin is less than the minimum starting power, the blocking flag is set to 1; when the current power margin is greater than or equal to the minimum starting power, the blocking flag is set to 0.

[0010] Optionally, in a fifth implementation of the first aspect of the present invention, the step of allocating target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, compressing the power of the already connected slow-charging vehicles to the minimum maintenance charging power, and connecting the vehicle first in the fast-charging waiting queue to the charging pile, and generating a power allocation vector for each charging pile, includes: For fast-charging vehicles with a charging gap coefficient greater than zero, target charging power is allocated to each fast-charging vehicle from the adjustable power pool. When the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum maintenance charging power, the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile and the average of the minimum starting power is allocated as the starting charging power and merged with the target charging power of each fast-charging vehicle to obtain the power allocation vector of each charging pile.

[0011] Optionally, in a sixth implementation of the first aspect of the present invention, the step of allocating target charging power from the adjustable power pool to each fast-charging vehicle for the fast-charging vehicle with a charging gap coefficient greater than zero includes: For each fast-charging vehicle with a charging gap coefficient greater than zero, the remaining charging demand is divided by the remaining dwell time to obtain the power value required to eliminate the charging gap, and the power allocation upper limit for each fast-charging vehicle is determined based on the power value required to eliminate the charging gap and the maximum allowable charging power. According to the charging gap coefficient in descending order, the target charging power not exceeding the upper limit of the power allocation is allocated to the fast-charging vehicle from the adjustable power pool in turn. After the allocation of each vehicle is completed, the remaining capacity of the adjustable power pool is updated.

[0012] Optionally, in a seventh implementation of the first aspect of the present invention, when the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum sustaining charging power, the vehicle first in the fast-charging waiting queue is connected to the charging pile and the average of the minimum starting power is allocated as the initial charging power and merged with the target charging power of each fast-charging vehicle to obtain the power allocation vector of each charging pile, including: When the blocking flag is 1, the power of each connected slow-charging vehicle is compressed to the minimum maintenance charging power, and the update power margin after each compression is calculated. The updated power margin is compared with the average of the minimum starting power. When the updated power margin is less than the average of the minimum starting power, the compression operation is continued for the next slow-charging vehicle until the updated power margin is not less than the average of the minimum starting power. Connect the vehicle that ranks first in the fast charging waiting queue to an available charging station. Use the average of the lowest starting power as the starting charging power, and construct a power allocation vector for each charging station by combining the starting charging power with the target charging power of each fast charging vehicle.

[0013] Optionally, in the eighth implementation of the first aspect of the present invention, the step of sending the power allocation vector to each charging pile for power tracking, updating the charging station status parameter set with the measured output power of each charging pile, and triggering the next scheduling cycle includes: The target charging power in the power allocation vector is encapsulated into a power setting command message using the Modbus TCP protocol and sent to the corresponding charging pile. Each charging pile calculates the output current limit of the DC / DC converter based on the target charging power and performs power tracking to obtain the measured output power of each charging pile; Calculate the power deviation between the measured output power and the target charging power. When the power deviation is less than the preset execution deviation threshold of the target charging power, write the target charging power into the charging station status parameter set. When the power deviation is greater than or equal to the preset execution deviation threshold of the target charging power, replace the measured output power of each charging pile with the charging station status parameter set and trigger the next scheduling cycle.

[0014] The present invention also provides a fast charging pile system based on dynamic power distribution, comprising: The data acquisition module is used to collect the status parameter set of the charging station, calculate the charging gap coefficient of each fast-charging vehicle, and determine the blocking flag. The power allocation module is used to allocate target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, the power of the connected slow-charging vehicle is compressed to the minimum maintenance charging power, and the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile, generating the power allocation vector of each charging pile. The power update module is used to send the power allocation vector to each charging pile for power tracking, update the charging station status parameter set with the measured output power of each charging pile, and trigger the next scheduling cycle.

[0015] In summary, this invention introduces a charging gap coefficient to quantitatively characterize the energy gap of each fast-charging vehicle during its remaining dwell time. This transforms the previously unquantifiable risk of charging interruption into a sortable and calculable scheduling basis, enabling power allocation decisions to directly target the elimination of charging gaps. This solves the power mismatch problem caused by existing static power allocation schemes that ignore the charging urgency of individual vehicles. By introducing a blocking flag to determine the relationship between the current power margin and the minimum starting power in real time, and actively compressing the allocated power of vehicles already connected to slow charging to the minimum sustaining charging power when a blocking state is triggered, the released power margin is prioritized for accepting new vehicles in the fast-charging waiting queue. This achieves proactive intervention in blocking risks without exceeding the safe load of the distribution transformer, rather than passively waiting for power to become available. The synergistic effect of the two optimization objectives enables the charging station to ensure that the fast-charging vehicles that have been connected complete the target charging amount before leaving the station when there is concurrent access from heterogeneous vehicle traffic. At the same time, it can continuously create access conditions for new vehicles in the waiting queue, which improves the service guarantee capability of the charging station for opportunistic access scenarios. Meanwhile, the closed-loop rolling scheduling mechanism ensures that the power allocation in each scheduling cycle is dynamically updated based on the measured output power of each charging pile, eliminating the impact of the cumulative deviation between the command value and the actual value on the scheduling accuracy. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the steps of a fast charging pile method based on dynamic power allocation in one embodiment of the present invention; Figure 2 This is a schematic diagram illustrating the calculation of the charging gap coefficient and determination of the blocking flag position for each fast-charging vehicle in an embodiment of the present invention. Figure 3 This is a schematic diagram illustrating the generation of power allocation vectors for each charging pile in an embodiment of the present invention. Figure 4 This is a schematic diagram illustrating the process of sending a power allocation vector to each charging pile for power tracking in an embodiment of the present invention; Figure 5 This is a block diagram of a fast charging pile system based on dynamic power allocation in an embodiment of the present invention.

[0017] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] Reference Figure 1 This embodiment provides a fast charging pile method based on dynamic power allocation, including the following steps: S1, collect the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle and determine the blocking flag bit; S2, allocate target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, compress the power of the connected slow-charging vehicles to the minimum maintenance charging power, and connect the vehicle first in the fast-charging waiting queue to the charging pile, generating the power allocation vector of each charging pile. S3 sends the power allocation vector to each charging pile for power tracking, updates the charging station status parameter set with the measured output power of each charging pile, and triggers the next scheduling cycle.

[0020] In one example, such as Figure 2 Collect charging station status parameter sets, calculate the charging gap coefficient for each fast-charging vehicle, and determine the blockage flag, including: S11, read the real-time charge status, target departure time, maximum allowable charging power and minimum starting power reported by the BMS of each access vehicle through the CHAdeMO or CCS communication protocol, and obtain the charging status parameters of each access vehicle. S12 reads the total available power of the distribution transformer through the smart meter, and uses the total available power and the charging status parameters of each connected vehicle as the charging station status parameter set. The connected vehicles include fast charging vehicles and slow charging vehicles. S13, based on the charging station state parameter set, calculate the charging gap coefficient of each fast-charging vehicle relative to the remaining charging demand during the remaining dwell time, as well as the blocking flag of each fast-charging vehicle.

[0021] In this example, the charging station controller performs synchronous data acquisition and rolling calculations of the entire station's status according to a fixed scheduling cycle. The scheduling cycle is 100ms to balance the integrity of CHAdEMO or CCS communication interactions with the real-time nature of status changes in fast charging scenarios. At the beginning of each scheduling cycle, the controller initiates standard communication requests to all connected vehicles and reads the real-time charge status from the messages returned by the vehicle's BMS. Target departure time Maximum allowable charging power and minimum starting power At the same time, the battery rated capacity written when the vehicle is first connected will be recorded. Battery rated voltage and target state of charge Both are stored in the local cache, where , and It is refreshed in real time within each 100ms scheduling cycle, and , , and After a vehicle connects, the status remains stable, updating only when the user resets or the vehicle re-handshakes, thus forming the charging status parameters for each connected vehicle. After completing the vehicle-side information collection, the controller reads the real-time active power at the distribution transformer outlet through the smart meter and calculates the total available power for the charging system within the current scheduling cycle based on the current power consumption of auxiliary equipment. The calculation formula is as follows: ,in This represents the total available power at the current moment, in kW. This indicates the rated capacity of the distribution transformer, in kW. This represents the safe load factor, with a value of 0.5. This represents the total power consumption of auxiliary equipment such as lighting, monitoring, and air conditioning, in kW. The controller organizes the total available power and the charging status parameters of all fast-charging and slow-charging vehicles into a charging station status parameter set. For each fast-charging vehicle, it calculates the remaining charging demand and remaining dwell time to obtain the charging gap coefficient. The remaining charging demand is calculated using the following formula: ;

[0022] in This represents the amount of electrical energy that the i-th fast-charging vehicle still needs to replenish before leaving the station, expressed in kWh. This represents the rated battery capacity of the i-th vehicle, in Ah. This represents the target state of charge of the i-th vehicle. This indicates the current real-time state of charge of the i-th vehicle. The value represents the rated battery voltage of the i-th vehicle, in V; after obtaining the remaining charge required, the remaining dwell time is calculated based on the target departure time and the current time, using the following formula: ,in This represents the remaining dwell time of the i-th fast-charging vehicle, in hours (h). This represents the departure time of the i-th vehicle, in seconds (s) and t.现 This represents the timestamp indicating the start time of the current scheduling cycle, in seconds. When... When the value is greater than zero, the controller continues to combine the measured output power obtained from the charging pile feedback in the previous scheduling cycle. The charging gap coefficient of the vehicle is calculated using the following formula: ,in Let represent the charging gap coefficient of the i-th fast-charging vehicle, which is a dimensionless quantity. This represents the current actual output power of the i-th fast-charging vehicle, in kW. According to the above relationship, if... If the charging continues at the current power until the target departure time, the target charging amount can be completed, and there is no charging gap; if This indicates that the current power level is insufficient to support the vehicle in completing the target charging within the remaining dwell time, and A higher value indicates a more significant power shortage and a higher priority in subsequent dynamic allocation. This applies after all fast-charging vehicles have completed their charging process. After calculation, the controller calculates the current power margin based on the total available power and determines the blocking flag accordingly. The calculation formula is as follows: ,in This represents the current power reserve, in kW, where A represents the currently connected vehicle set. This represents the actual output power of the j-th connected vehicle in set A, in kW. The controller will... Compared with the minimum starting power determination benchmark, when When the power is less than the minimum starting power threshold, the blocking flag is set to 1, indicating that the remaining power is insufficient to support a new fast-charging vehicle to complete charging and starting; when When the minimum starting power threshold is not less than the minimum starting power threshold, the blocking flag is set to 0, indicating that the current charging station still has the capacity to accept new fast-charging vehicles.

[0023] In one example, based on the charging station state parameter set, the charging gap coefficient of each fast-charging vehicle relative to the remaining charging demand during the remaining dwell time, and the congestion flag of each fast-charging vehicle are calculated, including: The remaining charging demand and remaining dwell time of each fast-charging vehicle are calculated based on the charging station status parameter set, and the charging gap coefficient of each fast-charging vehicle is calculated based on the remaining dwell time and remaining charging demand. Calculate the current power margin based on the total available power, and determine the blocking flag based on the current power margin.

[0024] In this example, the controller reads the target state of charge of the i-th fast-charging vehicle from the charging station state parameter set. Real-time state of charge Rated battery capacity Battery rated voltage and the target departure time And combined with the current time t 现 The remaining charge requirement of the i-th fast-charging vehicle is obtained by using the difference between the target state of charge and the real-time state of charge, along with the battery's rated capacity and rated voltage. Meanwhile, based on the time difference between the target departure time and the current time, the remaining dwell time of the i-th fast-charging vehicle is calculated. After updating these two basic quantities, the controller utilizes the current actual output power. Remaining stay time and remaining charging capacity Given the established correspondence between them, the charging gap coefficient of the i-th fast-charging vehicle is obtained. . This reflects the energy demand that the vehicle has not yet met before leaving the station. This reflects the remaining service windows that can still be used to meet this demand, and Then these two quantities and the current output power are compressed into a single urgency judgment result; when When the value equals 0, it indicates that the current charging power is sufficient to cover the target energy replenishment demand for the remaining dwell time, and the current power can be maintained unchanged in subsequent scheduling. A value greater than 0 indicates that the vehicle, at its current output level, is at risk of failing to complete the target energy replenishment on time. The higher the value, the higher the risk, and the more priority should be given to ensuring the corresponding vehicle's power is allocated during the power distribution phase. (This refers to completing the charging of all fast-charging vehicles.) After the update, the controller will then read the current total available power of the charging station. The current power margin is obtained by subtracting the sum of the actual output power of all connected vehicles from the total available power. The power margin represents the remaining power capacity that the entire station can still allocate within the current dispatch cycle without exceeding distribution constraints. The controller will... Compared to the minimum starting power threshold, if the current power margin is less than the minimum starting power, the blocking flag is set to 1, indicating that if a new fast-charging vehicle requests to join, the minimum power required to start the vehicle cannot be provided immediately, and the station is in a blocked state. If the current power margin is greater than or equal to the minimum starting power, the blocking flag is set to 0, indicating that the station still has the capacity to accept new fast-charging vehicles. To keep the blocking determination and risk determination synchronized, the controller will... The calculation and the updating of the blocking flag are completed continuously within the same scheduling cycle, so that the charging gap coefficient always corresponds to the departure risk at the individual vehicle level, while the blocking flag always corresponds to the acceptance risk at the overall charging station level.

[0025] In one example, the remaining charging demand and remaining dwell time of each fast-charging vehicle are calculated based on the charging station's state parameter set. Then, the charging gap coefficient of each fast-charging vehicle is calculated based on the remaining dwell time and remaining charging demand, including: Calculate the charge difference between the target state of charge and the real-time state of charge for each fast-charging vehicle, and multiply the charge difference by the battery's rated capacity and rated voltage to obtain the remaining charge requirement for each fast-charging vehicle. The remaining dwell time is calculated based on the target departure time and the real-time charging time of the current scheduling cycle, and the product of the first output power of each connected vehicle and the remaining dwell time is used as the current power that can be charged. Calculate the ratio of the current chargeable amount to the remaining chargeable amount, and truncate the non-negative part of the difference between the charge ratio and 1 to obtain the charging gap coefficient for each fast-charging vehicle.

[0026] In this example, the controller reads the target state of charge of the i-th fast-charging vehicle. Real-time state of charge Rated battery capacity and battery rated voltage First, the charge difference between the target state of charge and the real-time state of charge is calculated. If the charge difference is positive, it is then multiplied by the battery's rated capacity and rated voltage, and unit conversion is performed to obtain the remaining charge requirement of the i-th fast-charging vehicle. If the real-time state of charge has reached or exceeded the target state of charge, the remaining amount of electricity required can be directly determined to be zero, and the corresponding vehicle is considered to have no subsequent energy replenishment gap. Simultaneously, the controller reads the target departure time. and the real-time charging time t of the current scheduling cycle 现 The remaining stay time is calculated by converting the time difference between the two. When the remaining dwell time is greater than zero, it indicates that the corresponding vehicle is still within the valid service window. At this time, the vehicle's current first output power is then... With remaining stay time Multiplying these two values ​​gives the theoretical amount of charge the vehicle can still receive before leaving the station, assuming the current output level remains constant. The controller then calculates the chargeable capacity at the current power level and the remaining charge requirement. The charging ratio is compared to obtain the charging ratio. Then, the charging ratio is subtracted from 1, and the result is truncated to form the charging gap coefficient of the i-th fast-charging vehicle. . This actually reflects the percentage of unmet energy demand before the vehicle leaves the station under the current power conditions: when When the value equals 0, it indicates that if the vehicle continues charging at the current output power until the target departure time, it can complete the target energy replenishment task; when... A value greater than 0 indicates that the vehicle, at its current power level, is at risk of failing to complete the target charging amount on time. The higher the value, the lower the current power's ability to cover the charging gap ratio. The controller repeats the above process for each fast-charging vehicle currently connected to the set, thereby forming a charging gap coefficient sequence that is updated synchronously with the status of each vehicle. This allows the power allocation module to directly allocate power based on the status of each vehicle. Differentiated scheduling based on size avoids the problem of insufficient energy replenishment caused by the static equal distribution method, which does not take into account the remaining dwell time and remaining charging capacity.

[0027] In one example, the current power margin is calculated based on the total available power, and the blocking flag is determined based on the current power margin, including: Collect the second output power of each connected vehicle, subtract the sum of the second output power of all currently connected vehicles from the total available power to obtain the current power margin; When the current power margin is less than the minimum starting power, the blocking flag is set to 1; when the current power margin is greater than or equal to the minimum starting power, the blocking flag is set to 0.

[0028] In this example, the controller reads the actual output power of all currently connected vehicles within the current scheduling cycle through the current and voltage sampling units inside each charging pile module, and writes these measured powers as the second output power of each connected vehicle into the status cache. The second output power reflects the true power level of the entire charging station currently occupied, avoiding deviations caused by judging solely based on command values ​​or theoretical allocation values. The controller compares the total available power determined by smart meters and distribution capacity constraints within the current cycle with the sum of the second output power of all currently connected vehicles, and obtains the current power margin by subtracting the sum from the available total power. This indicates the remaining power capacity that the charging station can still allocate to external users at the current moment, provided that the load limit of the distribution transformer and the safe load rate constraint within the station are not exceeded. If there are a large number of vehicles currently connected, the controller sums up the second output power of each vehicle and then performs a margin update to reduce redundant calculations. If a vehicle is in a transitional state of handshake establishment, power ramp-up, or charging completion in the current cycle, the controller still uses the actual output value sampled at the end of the cycle as the basis for judgment to ensure that the power margin calculation is consistent with the on-site power occupancy. After completing the current power margin update, the controller then... The power reserve is compared with the minimum starting power, which characterizes the minimum power threshold required for a newly connected fast-charging vehicle to successfully establish a charging process. If the current power reserve is less than the minimum starting power, it means that although there is still a small amount of remaining power in the station, it is insufficient to support a new fast-charging vehicle to complete its connection. Therefore, the controller sets the blocking flag to 1 to indicate that the charging station is currently in a blocked state. If the current power reserve is greater than or equal to the minimum starting power, it means that the current remaining power has met the minimum starting requirements for a new vehicle. In this case, the controller sets the blocking flag to 0 to indicate that it still has the capacity to accept new fast-charging vehicles. The controller schedules the updating of the blocking flag after the status parameter acquisition and before the power redistribution, so that the blocking flag can accurately reflect the actual acceptance capacity of the current cycle and directly serve as an important basis for whether to reduce the slow charging power or allow the first vehicle in the waiting queue to connect.

[0029] In one example, such as Figure 3 The system allocates target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, the power of the connected slow-charging vehicles is reduced to the minimum maintenance charging power, and the vehicle first in the fast-charging waiting queue is connected to the charging pile, generating a power allocation vector for each charging pile, including: S21, for fast-charging vehicles with a charging gap coefficient greater than zero, allocate target charging power from the adjustable power pool to each fast-charging vehicle. S22, when the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum maintenance charging power, the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile and the average of the minimum starting power is allocated as the starting charging power and merged with the target charging power of each fast-charging vehicle to obtain the power allocation vector of each charging pile.

[0030] In this example, the controller filters all fast-charging vehicles, prioritizing those with a charging gap coefficient greater than zero for compensation in this cycle. Vehicles with a charging gap coefficient of zero are kept at their current power level, as their current output already meets their pre-departure energy requirements, eliminating the need for additional adjustable capacity in this cycle. The controller allocates target charging power from the adjustable power pool to fast-charging vehicles with a charging gap coefficient greater than zero. Before allocation, it calculates the power required to eliminate the charging gap based on the relationship between remaining charging demand and remaining dwell time. This required power is then compared to the maximum allowable charging power reported by the vehicle's BMS, with the smaller value serving as the upper limit for power allocation to that vehicle. After determining the upper limit, the controller allocates power sequentially according to the charging gap coefficient from largest to smallest, prioritizing vehicles with the largest gap and highest departure risk. After each vehicle allocation, the remaining capacity of the adjustable power pool is updated to ensure that subsequent vehicle allocations are always constrained by the current available capacity, avoiding power over-allocation issues caused by allocating first and then correcting. When the blocking flag is 1, the controller determines that the remaining power in the station is insufficient to support new fast charging requests. At this point, simply redistributing the already connected fast charging vehicles is insufficient to restore the station's capacity. Therefore, a slow charging compression and fast charging vehicle access linkage mechanism needs to be activated. The controller first performs power compression on the already connected slow charging vehicles, reducing the output power of each vehicle to the minimum sustaining charging power. After each compression, the updated power margin is immediately recalculated and updated. This vehicle-by-vehicle compression and update approach, rather than simultaneously reducing the power of all slow charging vehicles at once, accurately determines the minimum power required to reach the acceptance threshold, avoiding unnecessary over-compression of slow charging vehicles. If the updated power margin is still less than the average of the minimum starting power, the controller continues to perform the same compression process on the next slow charging vehicle until the updated power margin is not less than the average of the minimum starting power. The average of the minimum starting power is taken from historical statistics and is used to characterize the representative initial power threshold required for a newly arriving fast charging vehicle to successfully establish a charging process. Only after this threshold is reached will the controller connect the vehicle first in the fast charging queue to an available charging station, and use the average of the lowest starting power as the initial charging power of that vehicle. The controller merges the initial charging power of the newly connected waiting vehicle with the target charging power already calculated for each fast charging vehicle, and constructs a power allocation vector for each charging station according to the charging station number, vehicle access relationship, and current output channel status.The power allocation vector is the set of target outputs that the entire station should execute for each charging pile in this scheduling cycle. It includes the priority compensation results for vehicles that have been connected to fast charging, the maintenance power results after compression of slow charging vehicles, and the initial access power allocated to the first vehicle in the waiting queue.

[0031] In one example, for fast-charging vehicles with a charging deficit coefficient greater than zero, target charging power is allocated from the adjustable power pool to each fast-charging vehicle, including: For each fast-charging vehicle with a charging gap coefficient greater than zero, the power value required to eliminate the charging gap is obtained by dividing the remaining charging demand by the remaining dwell time. The upper limit of power allocation for each fast-charging vehicle is determined based on the power value required to eliminate the charging gap and the maximum allowable charging power. Based on the charging gap coefficient from largest to smallest, the target charging power is allocated to fast-charging vehicles sequentially from the adjustable power pool, not exceeding the power allocation limit. After allocating power to each vehicle, the remaining capacity of the adjustable power pool is updated.

[0032] In this example, within each 100ms scheduling cycle, the charging station controller performs sequential power compensation allocation for all fast-charging vehicles with a charging deficit coefficient greater than zero, prioritizing the flow of the limited adjustable power pool to vehicles with higher off-site risk. The controller reads the remaining charging demand of the i-th fast-charging vehicle from the state parameter set. Remaining stay time and maximum allowable charging power The power required to eliminate the charging gap is calculated by dividing the remaining charge demand by the remaining dwell time. This power requirement reflects the minimum target output level that the charging station must provide to complete the remaining charging task on time within the vehicle's current remaining dwell time. The controller then compares the power required to eliminate the charging gap with the maximum permissible charging power reported by the vehicle's BMS. The controller compares the two values ​​and takes the smaller value as the power allocation limit for the i-th fast-charging vehicle. After determining the power allocation limit for each vehicle, the controller forms a priority allocation sequence according to the charging gap coefficient in descending order, and extracts power resources from the adjustable power pool for each vehicle according to the priority allocation sequence. For vehicles with higher priority, if the remaining capacity of the current adjustable power pool is sufficient to cover their power allocation limit, the target charging power not exceeding the power allocation limit is directly allocated to the vehicle; if the remaining capacity of the current adjustable power pool is insufficient to fully cover their power allocation limit, the controller allocates all available power within the remaining capacity range to the vehicle and synchronously updates the remaining capacity of the adjustable power pool to zero. After allocating power to each vehicle, the controller immediately deducts the allocated power from the adjustable power pool and uses the updated remaining capacity as the allocation benchmark for the next vehicle.

[0033] In one example, when the blocking flag is 1, the power of the connected slow-charging vehicles is reduced to the minimum sustaining charging power. The vehicle first in the fast-charging queue is connected to the charging pile and assigned the average of the minimum starting power as the initial charging power, which is then combined with the target charging power of each fast-charging vehicle to obtain the power allocation vector for each charging pile, including: When the blocking flag is 1, the power of each connected slow-charging vehicle is compressed to the minimum maintenance charging power, and the update power margin after each compression is calculated. The updated power margin is compared with the average of the lowest starting power. When the updated power margin is less than the average of the lowest starting power, the compression operation is continued for the next slow-charging vehicle until the updated power margin is not less than the average of the lowest starting power. Connect the vehicle that ranks first in the fast charging queue to an available charging station. Use the average of the lowest starting power as the initial charging power, and construct the power allocation vector for each charging station by combining the initial charging power with the target charging power of each fast charging vehicle.

[0034] In this example, when the congestion flag is 1, the controller identifies the slow-charging vehicles in the currently connected vehicle set and reads the currently allocated power and the minimum sustaining charging power reported by the corresponding vehicle's BMS for each slow-charging vehicle. Then, it performs compression operations sequentially according to the allocated power from largest to smallest, reducing the output power of the selected slow-charging vehicles to the minimum sustaining charging power. Prioritizing the compression of slow-charging vehicles with higher current power consumption releases power space available for newly connected fast-charging vehicles more quickly with fewer compression operations, thereby reducing the duration of congestion. After each slow-charging vehicle is compressed, the controller updates the current power margin based on the difference between the allocated power before compression and the minimum sustaining charging power, ensuring that the updated power margin reflects the remaining adjustable capacity of the entire station after this round of compression. After obtaining the updated power margin after each compression, the controller compares the updated power margin with the average of the minimum starting power. The average of the minimum starting power is taken from the controller's statistical database as the arithmetic mean of the minimum starting power samples of all connected vehicles over the past 30 calendar days. This also covers the differences in vehicle distribution between weekdays and holidays and avoids introducing invalid samples due to excessively long statistical periods. If the updated power margin is still less than the average of the minimum starting power, it means that the currently released power is still insufficient to support a new fast-charging vehicle to stably establish a charging process. Therefore, the controller continues to perform the same compression operation on the next slow-charging vehicle, and repeats the update of power margin and comparison judgment after each compression. Only when the updated power margin reaches or exceeds the average of the minimum starting power does the controller consider that the current station has regained the most basic new vehicle acceptance capacity. By adopting a closed-loop processing method of "compress once, update once, compare once," the slow-charging compression range is always kept within the minimum range necessary to meet the conditions for new vehicle access, thereby avoiding unnecessary slow-charging service degradation caused by indiscriminately and drastically compressing all slow-charging vehicles. Once the updated power margin is not less than the average of the minimum starting power, the controller selects the first vehicle in the fast charging queue, connects the vehicle to the currently available charging station, and uses the average of the minimum starting power as the initial charging power. After the first vehicle in the queue is connected, the controller merges the initial charging power of this newly connected fast charging vehicle with the target charging power already allocated to each fast charging vehicle, and constructs a power allocation vector for each charging station according to the charging station number, vehicle connection relationship, and output channel status.

[0035] In one example, such as Figure 4 The power allocation vector is sent to each charging pile for power tracking. The charging station status parameter set is updated with the measured output power of each charging pile, triggering the next scheduling cycle, including: S31, the target charging power in the power allocation vector is encapsulated into a power setting command message through the Modbus TCP protocol and sent to the corresponding charging pile; S32, each charging pile calculates the output current limit of the DC / DC converter based on the target charging power and performs power tracking to obtain the measured output power of each charging pile; S33, calculate the power deviation between the measured output power and the target charging power. When the power deviation is less than the preset execution deviation threshold of the target charging power, write the target charging power into the charging station status parameter set. When the power deviation is greater than or equal to the preset execution deviation threshold of the target charging power, replace the measured output power of each charging pile with the charging station status parameter set and trigger the next scheduling cycle.

[0036] In this example, the controller assigns the target charging power in the power allocation vector according to the charging station number. A per-charging-pile mapping process is performed, and the corresponding target value is encapsulated into a power setting command message via the Modbus TCP protocol. The message includes the charging pile register address, the target output power value, and a command timestamp. The target output power value is converted to an integer with a minimum resolution of 0.1kW and written to a holding register. The controller then concurrently distributes this message to the corresponding charging piles via a 100Mbps Ethernet switch during the 60ms to 65ms timeframe of the scheduling cycle. Each target charging power in the power allocation vector establishes a one-to-one correspondence with a corresponding physical charging pile, thus avoiding command attribution confusion during multi-pile parallel operation and keeping the distribution phase within 5ms. Upon receiving the power setting command message, each charging pile's internal control unit parses the target charging power. And based on the current battery terminal voltage fed back in real time by the vehicle's BMS The formula used to calculate the output current limit of a DC / DC converter is as follows: ;

[0037] in, This represents the output current limit of the DC / DC converter of the i-th charging pile, in A; This represents the target charging power for the vehicle corresponding to the i-th charging pile, in kW; This represents the current battery terminal voltage fed back in real time by the BMS of the i-th vehicle, in V; This represents the line voltage drop compensation during the constant current charging phase, with a value of 2V. After calculating the output current limit, the charging pile's internal PI controller adjusts the DC / DC converter's PWM duty cycle according to a proportional coefficient of 0.5 and an integral coefficient of 10, and tracks the actual output power to near the target charging power within 50ms, thus obtaining the measured output power of each charging pile. Once power point tracking is complete, each charging station sends an execution confirmation message back to the controller via the Modbus TCP protocol. This message contains the actual output power measured by the Hall sensor. The execution completion timestamp is also included, enabling the controller to obtain the actual execution results corresponding to the target settings. After receiving the execution confirmation messages from each charging pile, the controller performs an execution result verification process. During the 90ms to 95ms time period of the scheduling cycle, the controller displays the measured output power of each charging pile. With target charging power Each pair was compared individually, and the power deviation between them was calculated. The relationship used was as follows: ,in, This represents the power deviation value of the i-th charging pile within this scheduling cycle, in kW. The controller then compares the power deviation value with a preset execution deviation threshold for the target charging power. The preset execution deviation threshold is 2% of the target charging power. As the upper limit of qualified execution; when When the power tracking result is less than the preset execution deviation threshold, it indicates that the power tracking result of the charging pile in this cycle is basically consistent with the target issued by the controller. At this time, the target charging power will be adjusted. The valid execution result of this cycle of the charging pile is written into the charging station status parameter set; when If the actual execution deviation threshold is greater than or equal to the preset threshold, it indicates that a significant deviation has occurred between the actual execution result on the charging pile side and the target value. If the target value is still written into the state parameter set, it will lead to a distortion in the judgment of the actual power usage in the next scheduling cycle. Therefore, the measured output power should be used instead. The alternative target charging power is written into the charging station's status parameter set, and the next scheduling cycle is triggered immediately.

[0038] Reference Figure 5 This embodiment provides a fast charging pile system based on dynamic power allocation, including: The data acquisition module 1 is used to collect the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle, and determine the blocking flag bit. The power allocation module 2 is used to allocate target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum maintenance charging power, and the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile, generating the power allocation vector of each charging pile. The power update module 3 is used to send the power allocation vector to each charging pile for power tracking, update the charging station status parameter set with the measured output power of each charging pile, and trigger the next scheduling cycle.

[0039] In this embodiment, the specific implementation of each unit in the above system embodiment is described in the above method embodiment, and will not be repeated here.

[0040] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, system, article, or method that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, system, article, or method. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, system, article, or method that includes that element.

[0041] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A fast charging pile method based on dynamic power allocation, characterized in that, include: Collect the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle, and determine the blocking flag bit; The target charging power is allocated to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum maintenance charging power, and the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile, generating the power allocation vector of each charging pile. The power allocation vector is sent to each charging pile for power tracking, and the charging station status parameter set is updated with the measured output power of each charging pile to trigger the next scheduling cycle.

2. The fast charging pile method based on dynamic power allocation according to claim 1, characterized in that, The process of collecting charging station status parameter sets, calculating the charging gap coefficient for each fast-charging vehicle, and determining the blockage flag includes: The charging status parameters of each access vehicle are obtained by reading the real-time charge status, target departure time, maximum allowable charging power and minimum starting power reported by the BMS of each access vehicle through the CHAdeMO or CCS communication protocol. The total available power of the distribution transformer is read by a smart meter, and the total available power and the charging status parameters of each connected vehicle are used as a set of charging station status parameters. The connected vehicles include fast-charging vehicles and slow-charging vehicles. Based on the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle relative to the remaining charging demand during the remaining dwell time, as well as the blockage flag of each fast-charging vehicle.

3. The fast charging pile method based on dynamic power allocation according to claim 2, characterized in that, The calculation of the charging gap coefficient of each fast-charging vehicle relative to the remaining charging demand during the remaining dwell time, and the congestion flag of each fast-charging vehicle, based on the charging station status parameter set, includes: The remaining charge demand and remaining dwell time of each fast-charging vehicle are calculated based on the charging station status parameter set, and the charging gap coefficient of each fast-charging vehicle is calculated based on the remaining dwell time and the remaining charge demand. The current power margin is calculated based on the total available power, and the blocking flag is determined based on the current power margin.

4. The fast charging pile method based on dynamic power allocation according to claim 3, characterized in that, The step of calculating the remaining charging demand and remaining dwell time of each fast-charging vehicle based on the charging station status parameter set, and calculating the charging gap coefficient of each fast-charging vehicle based on the remaining dwell time and the remaining charging demand, includes: Calculate the charge difference between the target state of charge and the real-time state of charge for each fast-charging vehicle, and calculate the product of the charge difference with the battery's rated capacity and rated voltage to obtain the remaining charge requirement for each fast-charging vehicle. The remaining dwell time is calculated based on the target departure time and the real-time charging time of the current scheduling cycle, and the product of the first output power of each connected vehicle and the remaining dwell time is used as the current power that can be charged. Calculate the ratio of the current chargeable power to the remaining chargeable power, and truncate the non-negative part of the difference between the ratio and 1 to obtain the charging gap coefficient for each fast-charging vehicle.

5. The fast charging pile method based on dynamic power allocation according to claim 4, characterized in that, The step of calculating the current power margin based on the total available power and determining the blocking flag based on the current power margin includes: Collect the second output power of each connected vehicle, and subtract the sum of the second output power of all currently connected vehicles from the total available power to obtain the current power margin; When the current power margin is less than the minimum starting power, the blocking flag is set to 1; when the current power margin is greater than or equal to the minimum starting power, the blocking flag is set to 0.

6. The fast charging pile method based on dynamic power allocation according to claim 5, characterized in that, The process involves allocating target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, compressing the power of already connected slow-charging vehicles to the minimum maintenance charging power, and connecting the vehicle first in the fast-charging waiting queue to the charging pile, generating a power allocation vector for each charging pile, including: For fast-charging vehicles with a charging gap coefficient greater than zero, target charging power is allocated to each fast-charging vehicle from the adjustable power pool. When the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum maintenance charging power, the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile and the average of the minimum starting power is allocated as the starting charging power and merged with the target charging power of each fast-charging vehicle to obtain the power allocation vector of each charging pile.

7. The fast charging pile method based on dynamic power allocation according to claim 6, characterized in that, The allocation of target charging power from the adjustable power pool to each fast-charging vehicle for the fast-charging vehicle with a charging deficit coefficient greater than zero includes: For each fast-charging vehicle with a charging gap coefficient greater than zero, the remaining charging demand is divided by the remaining dwell time to obtain the power value required to eliminate the charging gap, and the power allocation upper limit for each fast-charging vehicle is determined based on the power value required to eliminate the charging gap and the maximum allowable charging power. According to the charging gap coefficient in descending order, the target charging power not exceeding the upper limit of the power allocation is allocated to the fast-charging vehicle from the adjustable power pool in turn. After the allocation of each vehicle is completed, the remaining capacity of the adjustable power pool is updated.

8. The fast charging pile method based on dynamic power allocation according to claim 6, characterized in that, When the blocking flag is 1, the power of the connected slow-charging vehicles is compressed to the minimum sustaining charging power. The vehicle first in the fast-charging waiting queue is connected to the charging pile, and the average of the minimum starting power is allocated as the initial charging power and merged with the target charging power of each fast-charging vehicle to obtain the power allocation vector of each charging pile, including: When the blocking flag is 1, the power of each connected slow-charging vehicle is compressed to the minimum maintenance charging power, and the update power margin after each compression is calculated. The updated power margin is compared with the average of the minimum starting power. When the updated power margin is less than the average of the minimum starting power, the compression operation is continued for the next slow-charging vehicle until the updated power margin is not less than the average of the minimum starting power. Connect the vehicle that ranks first in the fast charging waiting queue to an available charging station. Use the average of the lowest starting power as the starting charging power, and construct a power allocation vector for each charging station by combining the starting charging power with the target charging power of each fast charging vehicle.

9. The fast charging pile method based on dynamic power allocation according to claim 8, characterized in that, The step of sending the power allocation vector to each charging pile for power tracking, updating the charging station status parameter set with the measured output power of each charging pile, and triggering the next scheduling cycle includes: The target charging power in the power allocation vector is encapsulated into a power setting command message using the Modbus TCP protocol and sent to the corresponding charging pile. Each charging pile calculates the output current limit of the DC / DC converter based on the target charging power and performs power tracking to obtain the measured output power of each charging pile; Calculate the power deviation between the measured output power and the target charging power. When the power deviation is less than the preset execution deviation threshold of the target charging power, write the target charging power into the charging station status parameter set. When the power deviation is greater than or equal to the preset execution deviation threshold of the target charging power, replace the measured output power of each charging pile with the charging station status parameter set and trigger the next scheduling cycle.

10. A fast charging pile system based on dynamic power distribution, characterized in that, The steps for implementing the fast charging pile method based on dynamic power distribution according to any one of claims 1 to 9 include: The data acquisition module is used to collect the charging station status parameter set, calculate the charging gap coefficient of each fast-charging vehicle, and determine the blocking flag bit. The power allocation module is used to allocate target charging power to each fast-charging vehicle from the adjustable power pool according to the charging gap coefficient; when the blocking flag is 1, the power of the connected slow-charging vehicle is compressed to the minimum maintenance charging power, and the vehicle ranked first in the fast-charging waiting queue is connected to the charging pile, generating the power allocation vector of each charging pile. The power update module is used to send the power allocation vector to each charging pile for power tracking, update the charging station status parameter set with the measured output power of each charging pile, and trigger the next scheduling cycle.

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