Method for controlling power distribution of a power module to a charging terminal, power cabinet, power distribution control system

Abstract

This application discloses a method, a power cabinet, and a power distribution control system for controlling power distribution from a power module to a charging terminal. A power distribution method includes: a power control unit determining a power distribution mode for one or more charging terminals, including: obtaining the number of available modules in the power module; calculating the required number of modules based on the power demand from one or more charging terminals and the rated power of a single power module; comparing the required number of modules with the number of available modules; determining an efficiency-priority mode or a power-priority mode as the power distribution mode based on the comparison result; the power control unit selecting a target power module and determining a target power path based on the power distribution mode; and the power control unit sending an instruction to a power distribution unit, causing the power distribution unit to invoke the target power module to distribute power to the charging terminal by controlling the operation of a switch associated with the target power module and the target power path.

Description

Technical Field

[0001] This application relates to the field of energy storage, and more specifically, to a method, a power cabinet, and a power distribution control system for controlling power modules to distribute power to charging terminals. Background Technology

[0002] The rapid development of the new energy industry has placed higher demands on the charging efficiency, equipment utilization rate, and power module lifespan of charging piles. Existing charging pile power dispatching mainly adopts a single power allocation mode, which suffers from technical shortcomings such as difficulty in balancing energy efficiency and utilization rate, poor flexibility in site planning and upgrades, and inability to adapt power dispatching to diverse charging needs. Therefore, it can no longer meet the operational requirements of new energy charging infrastructure. Thus, there is a need for a power allocation method that can achieve a dynamic balance between efficiency and power. Summary of the Invention

[0003] It should be understood that the above general description and the following detailed description of the invention are exemplary and illustrative, and are intended to provide further explanation of the invention as described in the claims.

[0004] According to one aspect of the present invention, a method for controlling a power module to distribute power to a charging terminal is provided, one or more of the charging terminals being configured to receive demanded power from a vehicle and supply power to the vehicle, the method comprising the following steps: S1. A power control unit determines a power distribution mode for the one or more charging terminals, S1 comprising: S11. Obtaining the number of available power modules in the power module; S12. Calculating a required number of modules based on the demanded power from the one or more charging terminals and the rated power of a single power module; S13. Comparing the required number of modules with the number of available modules; S14. Based on the result of the comparison, determining an efficiency-priority mode or a power-priority mode as the power distribution mode for the one or more charging terminals; S2. The power control unit selects a target power module from the available power modules and determines a target power path based on the power distribution mode; and S3. The power control unit sends an instruction to a power distribution unit to cause the power distribution unit to invoke the target power module to distribute power to the charging terminal by controlling the operation of a switch associated with the target power module and the target power path.

[0005] In the above method, S14 includes: S141. In response to the number of available modules being greater than the number of required modules, determining the efficiency priority mode as the power allocation mode for the one or more charging terminals; S142. In response to the number of available modules being less than or equal to the number of required modules, determining the power priority mode as the power allocation mode for a specific charging terminal among the one or more charging terminals.

[0006] In the above method, the determination of the power allocation mode is triggered by an access request from the charging terminal, and S14 further includes: S143. Based on the increase in the number of access requests from the charging terminal, selectively switching the power allocation mode for the one or more charging terminals from the efficiency priority mode to the power priority mode; S144. Based on the decrease in the number of access requests from the charging terminal, selectively switching the power allocation mode for the one or more charging terminals from the power priority mode to the efficiency priority mode.

[0007] In the above method, the determination of the power allocation mode is triggered by the change in the demand power during charging. S14 further includes: S145. Based on the increase in the demand power during charging, selectively switching the power allocation mode for the one or more charging terminals from the efficiency priority mode to the power priority mode; S146. Based on the decrease in the demand power during charging, selectively switching the power allocation mode for the one or more charging terminals from the power priority mode to the efficiency priority mode.

[0008] In the above method, the power demand from the one or more charging terminals is determined based on the state of charge (SOC) stage of the vehicle connected to the one or more charging terminals.

[0009] In the above method, S12 includes: S121. Determining a first vehicle in the mid-SOC stage among the vehicles connected to the one or more charging terminals; S122. Determining the number of first modules required by the first vehicle based on the power demand of the first vehicle and the rated power of a single power module, wherein the number of required modules is determined based on the number of first modules.

[0010] In the above method, step S2 includes: S21. Collecting lifetime impact parameters for each power module in the available power modules; S22. Calculating a lifetime score for each power module in the available power modules based on the lifetime impact parameters; S23. Sorting the available power modules according to the lifetime scores; S24. Selecting a target power module from the available power modules and determining the target power path based on the sorting results.

[0011] In the above method, the lifespan-affecting parameters include one or more of the following: cumulative working time, cumulative output power, average load rate, and parameters indicating whether the operating point of maximum efficiency has been deviated from for a long period of time.

[0012] In the above method, the power modules are arranged to logically form a ring topology via a switch matrix, the switches being included in the switch matrix, the switch matrix comprising: a first group of switches, each switch in the first group of switches being connected between adjacent power module groups in the ring topology of the power modules; and a second group of switches, each switch in the second group of switches being connected between spaced-apart power module groups in the ring topology of the power modules.

[0013] In the above method, the power module group includes one or more power modules.

[0014] In the above method, the determination of the power allocation mode is triggered by one or more of the following: an access request from the charging terminal, a change in the required power during charging, a change in the state of the power module, or a periodic inspection.

[0015] According to another aspect of the present invention, a non-transitory computer-readable medium is provided having instructions stored thereon, which, when executed by a processor, cause the processor to perform the method as described in any one of the above methods.

[0016] According to another aspect of the present invention, a power cabinet is provided, comprising: a power distribution unit; a power module; a switch matrix coupled to the power distribution unit; and a power control unit coupled to the power distribution unit and the power module, the power control unit being configured to perform a method as described in any one of the above methods.

[0017] According to another aspect of the present invention, a power distribution control system is provided, comprising: the aforementioned power cabinet; and a charging terminal coupled to the power cabinet. Attached Figure Description

[0018] The invention can be better understood by describing exemplary embodiments of the invention in conjunction with the accompanying drawings, in which: Figure 1 A schematic illustration of a power cabinet consistent with some embodiments of this disclosure is shown.

[0019] Figure 2 A schematic illustration of a power distribution control system consistent with some embodiments of this disclosure is shown.

[0020] Figure 3A schematic illustration is shown of power modules arranged in a ring topology via a switch matrix, consistent with some embodiments of this disclosure.

[0021] Figure 4 This illustrates some embodiments consistent with the present disclosure. Figure 3 A schematic diagram of the circuit schematic corresponding to the ring topology in the diagram.

[0022] Figure 5 Predetermined characteristic curves of a power module consistent with some embodiments of this disclosure are shown.

[0023] Figure 6 A flowchart of a method of a first exemplary embodiment consistent with some embodiments of this disclosure is shown.

[0024] Figure 7 A flowchart of a method of a second exemplary embodiment consistent with some embodiments of this disclosure is shown.

[0025] Figure 8 A flowchart of a method of a third exemplary embodiment consistent with some embodiments of this disclosure is shown.

[0026] Figure 9 A flowchart of a method of a fourth exemplary embodiment consistent with some embodiments of this disclosure is shown.

[0027] Figure 10 A flowchart of a fifth exemplary embodiment of a method consistent with some embodiments of this disclosure is shown.

[0028] Figure 11 A flowchart of a method of a sixth exemplary embodiment consistent with some embodiments of this disclosure is shown. Detailed Implementation

[0029] Embodiments of the invention will now be described in detail with reference to the accompanying drawings, but the invention is not limited thereto but is defined solely by the claims. In the drawings, some elements may be enlarged and drawn out of scale for illustrative purposes. Wherever possible, the same reference numerals will be used in all drawings to denote the same or similar parts.

[0030] Although the terminology used in this invention is selected from commonly known and used terms, some terms mentioned in this specification may have been chosen by the applicant in his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein. Furthermore, the invention should be understood not only by the actual terms used, but also by the meaning implied by each term.

[0031] Numerous specific details are set forth in the description provided herein. However, it should be understood that embodiments of the invention may be practiced without these specific details. In other instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of the invention.

[0032] With the increasing prevalence of high-power vehicles such as heavy-duty trucks, charging stations (e.g., 3MW-level group charging stations) are facing higher demands for the flexibility and energy efficiency of power scheduling. Traditional power scheduling methods typically employ simple average allocation or fixed power segment switching logic, without considering the efficiency and power characteristics of power modules under different output voltages. This results in modules operating in low-efficiency ranges for extended periods, causing energy loss, or failing to optimize resources, making it impossible to prioritize power supply for the core fast-charging phase when resources are scarce.

[0033] In view of the above problems, this application proposes a power cabinet. By dynamically switching between "efficiency priority" and "power priority" modes based on the real-time demand from the charging terminal and the energy efficiency characteristics of the power module, a balance between charging efficiency and resource utilization is achieved.

[0034] Figure 1 A schematic illustration of a power cabinet 100 consistent with some embodiments of this disclosure is shown. (Refer to...) Figure 1 The power cabinet 100 includes a power module 110, a switch matrix 120, a power distribution unit 130, and a power control unit 140.

[0035] Power module 110 may be an AC / DC converter. In some embodiments, each of power modules 110 may have a rated power, such as 60 kW. In some embodiments, each of power modules 110 may be individually controlled to adjust its output power.

[0036] The switch matrix 120 may be coupled to the power distribution unit 130. In some embodiments, the switch matrix 120 may include a plurality of switches.

[0037] The power distribution unit 130 can be configured to control the operation of the switches associated with each power module in the switch matrix 120 so that the target power module can distribute power to the charging terminal.

[0038] The power control unit 140 is coupled to the power distribution unit 130 and the power module 110. The power control unit 140 can be configured to control the power module 110 to distribute power to the charging terminals, wherein one or more of the charging terminals can be configured to receive the required power from the vehicle and supply power to the vehicle.

[0039] In some embodiments, the power control unit 140 controlling the power module 110 to allocate power to the charging terminals may include: the power control unit 140 determining a power allocation mode for one or more charging terminals. For example, the power allocation mode may include an efficiency-priority mode or a power-priority mode, etc. The efficiency-priority mode or the power-priority mode will be described in further detail below.

[0040] In some embodiments, determining the power allocation mode for one or more charging terminals by the power control unit 140 may include: obtaining the number of available power modules in the power module 110. For example, available power modules may refer to power modules in the power module 110 that are functioning normally, without faults, and currently not in use.

[0041] In some embodiments, determining the power allocation pattern for one or more charging terminals by the power control unit 140 may include calculating the required number of modules based on the power demand from the one or more charging terminals and the rated power of a single power module. For example, the power demand may be the sum of the power demand received from the vehicle by each of the one or more charging terminals. For example, the required number of modules may be calculated by dividing the power demand by the rated power of a single power module.

[0042] In some embodiments, determining the power allocation mode for one or more charging terminals by the power control unit 140 may include comparing the required number of modules with the number of available modules.

[0043] In some embodiments, determining the power allocation mode for one or more charging terminals by the power control unit 140 may include: determining an efficiency-priority mode or a power-priority mode as the power allocation mode for one or more charging terminals based on the comparison results.

[0044] In some embodiments, the power control unit 140 controlling the power module 110 to allocate power to the charging terminal may include: the power control unit 140 selecting a target power module from the available power modules based on a power allocation mode and determining a target power path. For example, the power control unit 140 may select the power module with the highest efficiency and the lowest interconnect path loss from the available power modules as the target power module based on the power allocation mode, and determine the target power path corresponding to the target power module.

[0045] In some embodiments, the power control unit 140 controlling the power module 110 to distribute power to the charging terminal may include: the power control unit 140 sending an instruction to the power distribution unit 130 so that the power distribution unit 130 calls the target power module to distribute power to the charging terminal by controlling the operation of a switch associated with the target power module and the target power path.

[0046] By smoothly switching between "efficiency priority" and "power priority" according to power demand without relying on a specific physical layout, the system extends hardware life and reduces operating costs under light load by prioritizing efficiency, while ensuring the response speed and stability of power supply under high load, thus achieving the optimal balance between overall energy efficiency and operational reliability.

[0047] In some embodiments, when the power allocation mode is determined to be an efficiency-first mode, the power control unit 140 controlling the power module 110 to allocate power to the charging terminal may further include: the power control unit 140 obtaining the required output voltage of the charging terminal; the power control unit 140 determining the power corresponding to the maximum efficiency operating point under the required output voltage according to a predetermined characteristic curve of the target power module; and the power control unit 140 instructing each power module in the target power module to output the power corresponding to the maximum efficiency operating point under the required output voltage.

[0048] For example, in some cases, a long-haul logistics truck is connected to a charging terminal with a bus voltage of 600V and a power requirement of 480kW. Assuming the power control unit 140 has determined the target power module based on an efficiency-priority mode, and based on the predetermined characteristic curve of the target power module, the power corresponding to the maximum efficiency operating point at a 600V output voltage is 30kW, then the power control unit 140 instructs each power module in the target power module to output 30kW of power to distribute power to the charging terminal.

[0049] In some embodiments, when the power allocation mode is determined to be a power priority mode, the power control unit 140 controlling the power module 110 to allocate power to the charging terminal may further include: the power control unit 140 instructing each power module in the target power module to output rated power.

[0050] For example, in some cases, a long-haul logistics truck is connected to a charging terminal with a bus voltage of 600V and a power requirement of 480kW. Assuming that the power control unit 140 has determined the target power modules based on a power priority mode, the power control unit 140 instructs each power module in the target power modules to output its rated power (e.g., 60kW) to distribute power to the charging terminal.

[0051] In some embodiments, determining an efficiency-first mode or a power-first mode as the power allocation mode for one or more charging terminals based on the comparison results may include: determining the efficiency-first mode as the power allocation mode for one or more charging terminals in response to the number of available modules being greater than the required number of modules. In some embodiments, determining an efficiency-first mode or a power-first mode as the power allocation mode for one or more charging terminals based on the comparison results may include: determining the power-first mode as the power allocation mode for a specific charging terminal among the one or more charging terminals in response to the number of available modules being less than or equal to the required number of modules.

[0052] For example, in some cases, if a first vehicle connects to a first charging terminal and the required number of modules is 10, while the number of available modules is 50 (i.e., the number of available modules is greater than the required number of modules), then the efficiency-first mode can be determined as the power allocation mode for that charging terminal.

[0053] For example, in some cases, if a first vehicle and a second vehicle are connected to a first charging terminal and a second charging terminal respectively, and the required number of modules is 60, while the available number of modules is 50 (i.e., the available number of modules is less than the required number of modules), and if the power demand of the second vehicle is greater than the power demand of the first vehicle, then the power priority mode can be determined as the power allocation mode for the second charging terminal. Additionally, if the number of available modules minus the required number of modules for the second vehicle still satisfies the required number of modules for the first vehicle calculated using the efficiency priority mode, then the efficiency priority mode can be determined as the power allocation mode for the first charging terminal. Alternatively, if the number of available modules minus the required number of modules for the second vehicle does not satisfy the required number of modules for the first vehicle calculated using the efficiency priority mode, then the power allocation mode can be determined as the power allocation mode for the first charging terminal.

[0054] In some embodiments, the determination of the power allocation mode is triggered by access requests from charging terminals. For example, in some cases, determining an efficiency-first mode or a power-first mode as the power allocation mode for one or more charging terminals based on the results of a comparison may include: selectively switching the power allocation mode for one or more charging terminals from an efficiency-first mode to a power-first mode based on an increase in the number of access requests from charging terminals. For example, in some cases, determining an efficiency-first mode or a power-first mode as the power allocation mode for one or more charging terminals based on the results of a comparison may include: selectively switching the power allocation mode for one or more charging terminals from a power-first mode to an efficiency-first mode based on a decrease in the number of access requests from charging terminals.

[0055] For example, in some examples, there are 20 available power modules in the power cabinet. When the first vehicle connects to the first charging terminal and sends an access request, its power demand is relatively low. Due to the low load on the site (e.g., the number of available modules is greater than the number of required modules), the power control unit 140 determines the power allocation mode for the first charging terminal to be an efficiency-first mode.

[0056] Suppose a first vehicle connects to the first charging terminal and is already using 10 power modules in efficiency-first mode. Subsequently, when a second vehicle connects to the second charging terminal and sends an access request, its power demand is higher. If efficiency-first mode is still used, the second vehicle may require 20 power modules. In this case, the required number of modules will exceed the actual number of available power modules (20-10=10).

[0057] In this scenario, the power control unit 140 can perform selective switching to change the charging first vehicle from efficiency-priority mode to power-priority mode. After the switch, each module of the first vehicle can output, for example, at its rated power, reducing the number of modules required to five. These five redundant modules are then reinvested in the global power pool, increasing the number of available modules to 15. The power control unit 140 then allocates all 15 modules to the second vehicle and controls it to operate in power-priority mode. Through this selective scheduling, the system can maximize the charging needs of multiple vehicles without rejecting new access requests.

[0058] For example, in some scenarios, a first vehicle and a second vehicle are charging simultaneously within the depot. Due to previously high total power demand, the power control unit 140, in order to conserve module occupancy, prioritizes the first vehicle's operating mode, allocating only five power modules to it. Subsequently, the second vehicle completes charging and disconnects. Upon detecting this, the power control unit 140 recalculates the required number of modules in real time.

[0059] In this scenario, the power control unit 140 can selectively switch the first vehicle from power-priority mode back to efficiency-priority mode, for example, based on determining that the number of currently available modules is sufficient to support the first vehicle entering a high-efficiency state. The power control unit 140 selects, for example, five additional modules from the power pool for the first charging terminal, increasing the number of modules used by the first vehicle to ten, and instructs these ten power modules to adjust their output power, for example, from a rated power of 60kW to 30kW, corresponding to the maximum efficiency operating point. Through this selective scheduling, the system ensures that, when the load allows, the charging task returns to the high-efficiency range as much as possible, thereby reducing the overall power consumption of the charging station.

[0060] In some embodiments, the determination of the power allocation mode is triggered by changes in power demand during charging. For example, in some cases, determining an efficiency-first mode or a power-first mode as the power allocation mode for one or more charging terminals based on the results of a comparison may include: selectively switching the power allocation mode for one or more charging terminals from an efficiency-first mode to a power-first mode based on an increase in power demand during charging. For example, in some cases, determining an efficiency-first mode or a power-first mode as the power allocation mode for one or more charging terminals based on the results of a comparison may include: selectively switching the power allocation mode for one or more charging terminals from a power-first mode to an efficiency-first mode based on a decrease in power demand during charging.

[0061] For example, in some cases, the total number of available modules in the power cabinet is limited. Suppose that the first vehicle connected to the first charging terminal currently has a high power demand (e.g., it may be in a high-power fast charging phase), and the power control unit 140 has determined the power allocation mode for the first charging terminal to be a power-priority mode and allocated a sufficient number of power modules. As the charging process continues, the power demand of the first vehicle can gradually decrease. In this case, the power control unit 140 can switch the power allocation mode for the first charging terminal from the power-priority mode to the efficiency-priority mode. By releasing the redundant power modules originally occupied by the first charging terminal, these redundant power modules can be redeployed into the global power pool.

[0062] For example, in some cases, the total number of available modules in the power cabinet is limited. Assuming the first vehicle connected to the first charging terminal currently has a low power demand (e.g., it may be in the battery activation phase), the power control unit 140 has determined the power allocation mode for the first charging terminal to be an efficiency-first mode and instructs the target power module to operate at its maximum efficiency operating point. As the charging process continues, the power demand of the first vehicle may gradually increase. In this case, if other vehicles are charging, causing the required number of modules (calculated at the maximum efficiency operating point) to soon exceed or have already exceeded the number of available modules, the power control unit 140 can switch the power allocation mode for the first charging terminal from the efficiency-first mode to the power-first mode. In this case, the power control unit 140 no longer pursues high energy efficiency operation of individual modules, but instead instructs the target power module to output at full load at its rated power. Through this switching, the system significantly reduces the number of modules required while meeting the needs of the vehicles.

[0063] In some embodiments, the power demand from one or more charging terminals is determined based on the state of charge (SOC) stage of the vehicle connected to the one or more charging terminals. SOC refers to the state of charge of the battery in the vehicle, which characterizes the ratio of the battery's current charge to its full charge capacity. For example, in some examples, the vehicle is a long-haul logistics truck, and its charging process can be divided based on its low SOC stage (e.g., 0% to 20%), medium SOC stage (e.g., 20% to 90%), and high SOC stage (e.g., 90% to 100%).

[0064] For example, in some cases, the total number of available modules in the power cabinet is limited. Suppose a first vehicle connected to the first charging terminal is currently in a medium SOC phase (i.e., a high-power fast charging period), and its power demand reaches its peak. The power control unit 140 has determined the power allocation mode for this first vehicle to be a power-priority mode and has allocated sufficient power modules. As the charging process continues, the SOC of the first vehicle continuously increases, and its power demand gradually decreases until it enters a high SOC phase (i.e., a low-power float charging period). In this case, the power control unit 140 can selectively switch the power allocation mode for the first vehicle from the power-priority mode to the efficiency-priority mode. Through this selective switching, the power control unit 140 can instruct the target power module to switch from rated power output to output at its maximum efficiency operating point, thereby allowing the module to operate in a better energy efficiency range. Since the total power required by the first vehicle drops significantly after entering the high SOC phase, the redundant power modules released after the mode switch can be redeployed into the global power pool, for example, allocated to a newly connected second vehicle in the station, which is in the medium SOC phase, to support its high-power fast charging demand.

[0065] For example, in some cases, the total number of available modules in the power cabinet is limited. Suppose a first vehicle connected to a first charging terminal is currently in a low SOC phase (i.e., battery activation period), with low power demand. The power control unit 140 has determined the power allocation mode for this first vehicle to be efficiency-first mode and instructs the target power module to operate at its maximum efficiency point. As the charging process continues, the SOC of the first vehicle increases, and its power demand gradually increases until it enters the medium SOC phase (i.e., high-power fast charging period). In this situation, if a second vehicle connected to another charging terminal is charging within the site, causing the required number of modules calculated according to the efficiency-first mode to soon exceed or already exceed the number of available modules, the power control unit 140 can selectively switch the power allocation mode for this first vehicle from efficiency-first mode to power-first mode. In this case, the power control unit 140 no longer pursues high energy efficiency operation of individual modules but instructs the target power module to output at full load at its rated power. Through this switching, the system can meet the high power requirements of the first vehicle in the mid-SOC stage, while greatly reducing the number of modules occupied by the first vehicle, thereby freeing up more module resources to maintain the power supply of other charging terminals in the station.

[0066] In some embodiments, calculating the required number of modules based on the power demand from one or more charging terminals and the rated power of a single power module may include: identifying a first vehicle in the middle SOC stage among vehicles connected to one or more charging terminals; and determining the number of first modules required by the first vehicle based on the power demand of the first vehicle and the rated power of a single power module, wherein the required number of modules is determined based on the number of first modules.

[0067] For example, in some examples, the power control unit 140 acquires real-time status information of all vehicles connected to the charging terminal. Suppose a vehicle in a mid-SOC (e.g., SOC at 45%, in a high-power fast-charging phase) is connected to the first charging terminal, and its requested current power demand is 400kW. In this case, to prioritize the charging speed during this core charging phase, the power control unit 140 calculates the required number of first modules using the rated power of a single power module (e.g., 60kW). The calculation shows that the first vehicle requires 7 first modules. Thus, the power control unit 140 determines the required number of modules to be 7 based on the 7 required first modules.

[0068] Subsequently, the power control unit 140 can calculate the required number of modules based on the power demand from other charging terminals, and add the number of the first module to the required number of modules from other charging terminals (e.g., vehicles in a high SOC phase, whose demand may only be one module), to obtain the total number of modules required for the entire station. By calculating the demand of vehicles in a medium SOC phase based on rated power, the power control unit 140 can more accurately assess the overall resource scarcity. If the total number of available modules is insufficient to cover the demand, including the number of the first module, the power control unit 140 will determine the power priority mode as the power allocation mode for the first charging terminal, ensuring that these seven first modules can be prioritized for the first vehicle, thereby leveraging the scheduling advantages in high-power charging scenarios.

[0069] In some embodiments, the selection of a target power module from the available power modules by the power control unit 140 based on the power allocation mode may further include: the power control unit 140 collecting lifetime impact parameters of each power module in the available power modules; the power control unit 140 calculating a lifetime score for each power module in the available power modules based on the lifetime impact parameters; the power control unit 140 sorting the available power modules based on the lifetime scores; and the power control unit 140 selecting a target power module from the available power modules and determining a target power path based on the sorting result.

[0070] By calculating a lifetime score for each power module based on lifetime impact parameters, aging consistency management of power modules can be achieved under different power allocation modes.

[0071] For example, in some examples, lifespan impact parameters may include the cumulative operating time of the power module, cumulative output power, average load rate, and parameters indicating whether it has deviated from its maximum efficiency operating point for an extended period. Assume there are three usable power modules M1, M2, and M3 in the power cabinet. M1 has a shorter cumulative operating time but frequently operates at full load; M2 and M3 have longer cumulative operating times but consistently operate at their maximum efficiency operating points. The power control unit 140 can scientifically assess the health status of each power module by recording and quantifying these parameters.

[0072] For example, in some cases, when the power control unit 140 determines the power allocation mode to be efficiency-first mode (indicating sufficient available resources), the power control unit 140 may prioritize power modules with higher lifetime ratings as target power modules. Specifically, if power module M1 has a short cumulative operating time, but its historical operating records show that it frequently operates in non-optimal efficiency ranges (e.g., long-term low load rate or exceeding rated power), the parameter "indicating whether it has long deviated from the maximum efficiency operating point" will lower its overall lifetime rating. In this case, the power control unit 140 will prioritize calling module M2 or M3 with higher lifetime ratings (i.e., long-term operation at the maximum efficiency operating point with a stable load rate) to execute the current efficiency-first mode, ensuring that the performance degradation of all modules remains consistent.

[0073] For example, in some cases, when the power control unit 140 determines the power allocation mode to be power priority mode (indicating that available resources are scarce), the power modules typically need to continuously output at rated power (e.g., 60kW), which often deviates from the point of maximum efficiency and accelerates module aging. In such high-load scenarios, the power control unit 140 can monitor the "average load rate" and "cumulative output power" of each available module in real time. To prevent some modules from aging excessively due to continuously undertaking high-power tasks, the power control unit 140 can prioritize the "younger" module M1 with a shorter cumulative operating time and lower cumulative output power to undertake the current high-power charging task for the medium SOC stage; while placing the "older" modules M2 or M3 with a longer cumulative operating time and higher output power in backup mode, or only allocating them to charging terminals with lower power requirements (e.g., in the low SOC / high SOC stage).

[0074] In some embodiments, the determination of the power allocation mode may be triggered by one or more of the following: an access request from the charging terminal, a change in the required power during charging, a change in the state of the power module, or a periodic inspection.

[0075] For example, initially, a vehicle in a high SOC (State of Charge) phase connects to the charging terminal, requiring relatively low power. The power control unit 140 can determine the efficiency-first mode as the power allocation mode for this charging terminal. Subsequently, a second vehicle connects to the charging terminal, requiring higher power. This connection request can trigger the power control unit 140 to re-determine the power allocation mode for the two charging terminals.

[0076] For example, initially, a vehicle in a medium SOC phase connects to the charging terminal, requiring a relatively high power. The power control unit 140 can determine the power priority mode as the power allocation mode for this charging terminal. As the charging process progresses, the vehicle gradually enters a high SOC phase, and the required power drops sharply. This change in required power during charging can trigger the power control unit 140 to re-determine the power allocation mode for this charging terminal.

[0077] For example, initially, there are 50 available power modules in the power cabinet. However, once a fault is detected in a power module in some power module groups (e.g., overvoltage, overcurrent, overtemperature, or insulation abnormality), these modules are marked as "unavailable," resulting in a reduction in the number of available modules. This change in the state of the power modules can trigger the power control unit 140 to redetermine the power allocation mode for the charging terminal.

[0078] For example, when the power station is in a stable charging phase, the power control unit can perform timed inspections at fixed intervals (e.g., 1 second). In other words, even if external demand remains unchanged, the power control unit can perform self-optimization through timed inspections, achieving proactive energy efficiency and lifespan maintenance.

[0079] By integrating the aforementioned lifespan balancing mechanism with dual-mode scheduling, the aging levels of all modules within the power cabinet can be made more uniform. This not only achieves maximum energy efficiency when resources are abundant but also addresses the issue of uneven power module lifespan by intelligently allocating modules with different aging levels when resources are scarce. This extends the overall lifespan of the power cabinet and reduces subsequent maintenance costs.

[0080] Figure 2 A schematic diagram of a power distribution control system 200 consistent with some embodiments of this disclosure is shown. The system 200 includes a power cabinet 210 and a charging terminal 220 coupled to the power cabinet 210. The power cabinet 210 may be... Figure 1 The power cabinet in the example is 100, but it is not limited to this.

[0081] Power cabinet 210 includes power module 212, switch matrix 214, power distribution unit 216, and power control unit 218. In power cabinet 210, switch matrix 214 is coupled to power distribution unit 216. Power control unit 218 may be coupled to power distribution unit 216 and power module 212 (e.g., via a first communication link (e.g., CAN bus)).

[0082] Charging terminal 220 (e.g., via a second communication link (e.g., Ethernet)) is coupled to power cabinet 210. Charging terminal 220 may include a first charging control unit 221, a second charging control unit 222, and so on up to an nth charging control unit 22n.

[0083] For example, in some examples, when the charging gun of a vehicle (e.g., a long-haul truck) is inserted into the charging interface of the first charging terminal in charging terminal 220, the corresponding charging control unit (e.g., the first charging control unit 221) can establish a communication connection with the vehicle (e.g., the vehicle's battery management system). The vehicle (e.g., the vehicle's battery management system) can send charging demand information to the first charging control unit 221, including but not limited to the vehicle's current power demand, current state of charge (SOC), maximum allowable charging voltage, maximum allowable charging current, or any combination thereof.

[0084] Subsequently, the first charging control unit 221 can encapsulate the aforementioned charging demand information from the vehicle and send it (e.g., via Ethernet) to the power control unit 218 within the power cabinet 210. Upon receiving the charging demand information from each charging terminal, the power control unit 218 can perform combined... Figure 1 The operation of the power control unit 140 is described.

[0085] Finally, during the power allocation execution phase, the power control unit 218 can send a command to the power allocation unit 216 for a specific charging terminal in the charging terminal 220. The power allocation unit 216 can control the operation of the corresponding switch in the switch matrix 214 according to the command, thereby delivering the power output by the target power module to the specific charging terminal through the target power path, ultimately completing the energy replenishment of the vehicle.

[0086] pass Figure 2 The system architecture shown demonstrates that the power control unit acts as the "brain," sensing the dynamic needs of each charging terminal in real time and flexibly allocating resources from the global power pool within the power cabinet. This system architecture ensures rapid response to charging requests from charging terminals in high-power heavy-duty truck group charging scenarios, achieving efficient dynamic power scheduling.

[0087] Figure 3 A schematic illustration is shown of power modules arranged in a ring topology via a switch matrix, consistent with some embodiments of this disclosure.

[0088] Reference Figure 3The diagram illustrates multiple output ports DC1 to DC24, power module groups G1 to G24, and a switch matrix. Power module groups G1 to G24 are arranged to logically form a ring topology via the switch matrix. Each power module group in G1 to G24 may include one or more power modules (e.g., a predetermined number of power modules along the ring topology (e.g., 2, 3, etc.)). The switch matrix includes a first set of switches KM1-KM24 and a second set of switches KM25-KM48, where each switch in the first set KM1 to KM24 is connected between adjacent power module groups in the ring topology, and each switch in the second set KM25-KM48 is connected between spaced-apart power module groups in the ring topology. The multiple output ports DC1 to DC24 can be connected to an external charging terminal, where each output port may correspond to a power module group. For example, DC1 may correspond to the first power module group G1, DC2 may correspond to the second power module group G2, and so on. Power module groups G1 to G24 can be arranged in a logically ring topology via switch matrices KM1 to KM24. This arrangement allows the power output from any power module in power module groups G1 to G24 to be directly supplied to the corresponding output port via the first set of switches KM1 to KM24, or it can be dispatched to other output ports via corresponding switches in the second set of switches KM25-KM48. It should be noted that... Figure 3 The 24 output ports and corresponding 24 power module groups shown are merely exemplary and not restrictive. In actual applications, the number of ports and the division of power modules can be flexibly set according to the total installed capacity of the power cabinet (e.g., 3MW or higher) and the wiring requirements of the charging terminal.

[0089] although Figure 3 This mainly illustrates the coupling method between the power module and the switching matrix; however, those skilled in the art should understand that the selection of the power module and the operation of the switches are determined by the coupling method between the power module and the switching matrix. Figure 1 The power control unit 140 in the power cabinet shown is used for control. The control process is similar to that for... Figure 4 The process described is similar and will be further described below.

[0090] Figure 4 This illustrates some embodiments consistent with the present disclosure. Figure 3 A schematic diagram of the circuit schematic corresponding to the ring topology in [the diagram]. For clarity, [the diagram is shown in the original text]. Figure 4 Connection details relative to DC13-DC23 are omitted.

[0091] exist Figure 4 In the illustrated embodiment, the power control unit can determine the allocation mode for one or more charging terminals.

[0092] In some embodiments, the power control unit can obtain the number of available power modules in the power module. For example, assuming that module groups G1-G24 are all functioning normally and not occupied, the number of available modules is 50.

[0093] In some embodiments, the power control unit may calculate the required number of modules based on the power demand from one or more charging terminals and the rated power of a single power module.

[0094] For example, a long-haul logistics heavy truck has two charging guns, each connected to a separate external charging terminal (corresponding to output ports DC2 and DC24). The truck's bus voltage is 600V, and its power requirement is 480kW. For example, the rated power of a single power module is 60kW. The required number of modules can be calculated using the following formula: 480kW / 60kW = 8 modules.

[0095] In some embodiments, the power control unit may compare the required number of modules with the number of available modules.

[0096] In some embodiments, the power control unit may determine an efficiency-priority mode or a power-priority mode as the power allocation mode for one or more charging terminals based on the comparison results.

[0097] Since the number of available modules is greater than the number of required modules, the power control unit can determine the efficiency-first mode as the power allocation mode for the two charging terminals based on the comparison results.

[0098] Figure 5 A predetermined characteristic curve 500 of a power module consistent with some embodiments of this disclosure is shown. (Refer to...) Figure 5 As can be seen, if a single power module operates at 600V, the power corresponding to the maximum efficiency operating point at that voltage is 30kW.

[0099] return Figure 4 In efficiency-first mode, the required number of modules can be calculated using the following formula: 480kW / 30kW = 16. For example, eight power modules can be allocated to each of the charging guns corresponding to DC2 and DC14.

[0100] In some embodiments, the power control unit may select a target power module from the available power modules and determine the target power path based on the power allocation mode.

[0101] For example, module groups G1, G3, and G2 can be selected from the available power modules as target power modules for power supply, because G1, G3, and G2 can be coupled through switches KM1 and KM2 to form the shortest loop path. Similarly, module groups G8 and G2 can be selected from the available power modules as target power modules for power supply, because G8 and G2 can be coupled through switch KM29 to form the shortest star-shaped path.

[0102] For example, module groups G13, G15, and G14 can be selected from the available power modules as target power modules for power supply, because G13, G15, and G14 can be coupled through switches KM13 and KM14 to form the shortest loop path. Similarly, module groups G20 and G14 can be selected from the available power modules as target power modules for power supply, because G20 and G14 can be coupled through switch KM31 to form the shortest star-shaped path.

[0103] In some embodiments, the power control unit may send instructions to the power distribution unit to cause the power distribution unit to invoke the target power module to distribute power to the charging terminal by controlling the operation of the switch associated with the target power module and the target power path.

[0104] For example, the power control unit sends a command to the power distribution unit, causing the power distribution unit to operate (e.g., close) the switches KM1, KM2, and KM29 associated with G1, G3, and G8 in the switch matrix, so that the output power of module groups G1, G3, and G8 is injected into output port DC2 along with the output power of G2, thereby distributing power to the corresponding charging terminal. Similarly, the power control unit sends a command to the power distribution unit, causing the power distribution unit to operate (e.g., close) the switches KM13, KM14, and KM31 associated with G13, G15, and G20 in the switch matrix, so that the output power of module groups G13, G15, and G20 is injected into output port DC14 along with the output power of G14, thereby distributing power to the corresponding charging terminal.

[0105] In some embodiments, the power control unit can obtain the number of available power modules in the power module. For example, suppose that some modules in modules G1-G24 have failed or are occupied, and the number of available modules is 8.

[0106] In some embodiments, the power control unit may calculate the required number of modules based on the power demand from one or more charging terminals and the rated power of a single power module.

[0107] For example, a long-haul logistics heavy truck has two charging guns, each connected to a separate external charging terminal (corresponding to output ports DC2 and DC24). The truck's bus voltage is 600V, and its power requirement is 480kW. For example, the rated power of a single power module is 60kW. The required number of modules can be calculated using the following formula: 480kW / 60kW = 8 modules.

[0108] In some embodiments, the power control unit may compare the required number of modules with the number of available modules.

[0109] In some embodiments, the power control unit may determine an efficiency-priority mode or a power-priority mode as the power allocation mode for one or more charging terminals based on the comparison results.

[0110] Since the number of available modules is less than or equal to the number of required modules, the power control unit can determine the power priority mode as the power allocation mode for the two charging terminals based on the comparison results.

[0111] In some embodiments, the power control unit may select a target power module from the available power modules and determine the target power path based on the power allocation mode.

[0112] For example, in power priority mode, the required number of modules can be calculated using the following formula: 480kW / 60kW = 8. For instance, four power modules can be allocated to each of the charging guns corresponding to DC2 and DC14.

[0113] For example, module group G3 and G2 can be selected from the available power modules as the target power modules for power supply, because G3 and G2 can be coupled through switch KM2 to form the shortest loop path.

[0114] For example, module group G15 and G14 can be selected from the available power modules as the target power modules for power supply, because G15 and G14 can be coupled through switch KM14 to form the shortest loop path.

[0115] In some embodiments, the power control unit may send instructions to the power distribution unit to cause the power distribution unit to invoke the target power module to distribute power to the charging terminal by controlling the operation of the switch associated with the target power module and the target power path.

[0116] For example, the power control unit sends a command to the power distribution unit, causing the power distribution unit to activate (e.g., close) the switch KM2 associated with G3 and G2 in the switch matrix, so that the output power of module group G3 and the output power of G2 are jointly injected into the output port DC2, thereby distributing power to the corresponding charging terminal. Similarly, the power control unit sends a command to the power distribution unit, causing the power distribution unit to activate (e.g., close) the switch KM14 associated with G15 and G14 in the switch matrix, so that the output power of module group G15 and the output power of G14 are jointly injected into the output port DC14, thereby distributing power to the corresponding charging terminal.

[0117] It should be noted that, although in Figure 3 or Figure 4 The illustration uses power modules or power module groups (e.g., G1-G24) as examples, but those skilled in the art should understand that the specific numbering of the power modules and their logical grouping are merely illustrative and not intended to limit the scope of this disclosure. In practical applications, power modules can be divided into collections or groups of more or fewer power modules, and the number of power modules contained in each power module collection or group can be flexibly configured as needed.

[0118] Furthermore, the total number of power modules is not limited to the number shown in the attached diagram (e.g., 50 modules as an example). Power cabinets can be configured with different numbers of power modules according to the site's planning requirements (e.g., requiring a global power pool capacity of 1.5MW, 3MW, or even greater), ranging from several to dozens or even hundreds.

[0119] With this type of hardware topology, the power control unit can control the action of these switches (e.g., close or open) according to the current power distribution mode (e.g., efficiency priority or power priority), thereby dynamically adjusting the power flow so that the output power of the selected target power module can be efficiently converged to the target charging terminal via a ring path or a star-shaped path.

[0120] In the power distribution process described above, in order to further extend the service life of the power module and prevent local overheating, the power control unit 140 can also perform a life balancing mechanism.

[0121] return Figure 4The embodiment shown in efficiency-first mode operates at its maximum efficiency point of 600V / 30kW, with a stable load rate (e.g., approximately 50%) and low temperature rise. Therefore, the core of lifespan balancing in this mode is "polling module selection and avoiding fixed bonding." Thus, under the premise of satisfying the "maximum efficiency operating point" and the "shortest power path," modules are dynamically selected in rotation to avoid the same batch of modules continuously supplying power to the same charging terminal.

[0122] For example, in the original scenario "For output port DC2, select module groups G1, G2, G3, G8; for output port DC14, select module groups G13, G14, G15, G20", combined with the life balance mechanism, it is adjusted to select "low aging module and medium aging module" from the available power modules, while retaining the shortest path.

[0123] For output port DC2 (requires 8 modules), you can select module groups G1, G3, G8 (low aging), G2 (medium aging) and G4, G5, G6, G7 (low aging, rotating high aging modules), still coupled through the ring bus DC2 section and switch KM29, the path length is not increased; For output port DC14 (requires 8 modules), you can select module groups G13, G15, G20 (low aging), G14 (medium aging) and G16, G17, G18, G19 (low aging, rotating high aging modules), still coupled through the ring bus DC14 segment and switch KM31, with the shortest path length.

[0124] During charging (e.g., after 30 minutes of operation), the power control unit detects that the cumulative operating time of G1 and G13 is about to exceed the low aging threshold, and immediately performs soft switching through the switches (to ensure no power interruption): disconnect G1 and G13 (connect the backup low aging modules G9 and G21); close the corresponding switches (e.g., KM9 and KM21), and take over the work of the original modules through short-distance current collection via the ring bus, realizing "online rotation".

[0125] By combining a lifespan balancing mechanism, all 16 power modules can operate precisely at their maximum efficiency point, with low and medium aging modules evenly sharing the load, and high aging modules getting idle time to "rest and recuperate," avoiding long-term light load accumulation and aging; at the same time, it does not compromise the core objectives of "shortest path" and "optimal efficiency" in the efficiency-first mode.

[0126] return Figure 4 The embodiment shown is in power-priority mode, where the power module outputs full power, operates at 100% load, and experiences rapid temperature rise and aging. Therefore, the core of lifespan balancing in this mode is "group rotation, temperature rise control, and avoidance of overload superposition," strictly limiting the full-power operation time of high-aging modules while distributing the full-load pressure.

[0127] For example, in the original scenario of "selecting module groups G2 and G3 for output port DC2; selecting module groups G14 and G15 for output port DC14," the lifespan balancing mechanism can be adjusted to select "medium-aged modules and low-aged modules" from the available power modules, while retaining the shortest path. To address full-power operation requirements, available modules can be divided into two rotation queues to avoid "concentrated full-power operation in the same area." For example, rotation group 1 includes module groups G2 and G14 at a medium aging level. Rotation group 2 includes module groups G3 and G15 at a low to medium aging level. The limiting group includes module groups G4, G5, G16, and G17 at a high aging level.

[0128] For output port DC2 (requires 4 modules), you can select module groups G2 (alternating group 1), G3 (alternating group 2) and G6, G7 (low aging, alternating high aging modules), and connect to the ring bus through switch KM2 to meet the 240kW power requirement; For output port DC14 (requires 4 modules), you can select module groups G14 (alternating group 1), G15 (alternating group 2) and G18, G19 (low aging, alternating high aging modules), and connect to the ring bus through switch KM14 to meet the 240kW power requirement.

[0129] For example, after running for 15 minutes, the power control unit sends a command to softly disconnect G2 and G14 (replacing group 1 above) and softly close G4 and G16 (replacing group 2) to replace them for full-power operation. Module groups G2 and G14 enter the "light load standby" state to release the high load pressure. For example, after 30 minutes of operation, if the temperature rise of module groups G3 and G15 reaches 65℃ (assuming a threshold of 70℃ has been set), the flexible branches of this hardware topology will be used to switch the replacement groups. For example, switches KM2 and KM14 will be disconnected (disconnecting module groups G3 and G15), and module groups G9 and G21 (low-aging modules) will be connected. Furthermore, the original G3 and G15 can switch to the light-load branch of "efficiency priority mode" to achieve natural cooling by operating under low load. If the temperature rise of a module group exceeds 70℃, the module group will be immediately disconnected, and a backup module will be quickly called through the ring bus to avoid irreversible aging of the power modules and achieve overload protection.

[0130] By alternating full-power operation of multiple power modules in a "rotation group," no single module can be continuously operating at full load. High-aging modules only participate for short periods, low-aging modules are reserved for emergencies, and medium-aging modules evenly distribute the core load. In addition, through distributed layout and reasonable cooling, local overheating of the ring bus is avoided, ensuring the fast charging requirements of the power priority mode, while controlling the aging rate of the modules within a balanced range.

[0131] Figure 6 A flowchart of a method 600 consistent with some embodiments of the present disclosure is shown.

[0132] Method 600 includes: Step S1. A power control unit determines a power allocation mode for one or more charging terminals. Step S2. The power control unit selects a target power module from available power modules and determines a target power path based on the power allocation mode. Step S3. The power control unit sends an instruction to a power allocation unit, causing the power allocation unit to invoke the target power module to allocate power to the charging terminals by controlling the operation of switches associated with the target power module and the target power path.

[0133] Figure 7 A flowchart of a method 700 consistent with some embodiments of this disclosure is shown. Method 700 may be step S1 in method 600. Figure 7 As shown, method 700 includes step S11: obtaining the number of available power modules in the power module. Method 700 also includes step S12: calculating the required number of modules based on the power demand from one or more charging terminals and the rated power of a single power module. Method 700 further includes step S13: comparing the required number of modules with the number of available modules. Method 700 further includes step S14: determining an efficiency-priority mode or a power-priority mode as the power allocation mode for one or more charging terminals based on the comparison result.

[0134] Figure 8 A flowchart of a third exemplary embodiment of a method 800 consistent with some embodiments of this disclosure is shown. Method 800 may be step S14 of method 700. Figure 8 As shown, method 800 includes step S141. In response to the number of available modules being greater than the number of required modules, determining an efficiency-priority mode as a power allocation mode for one or more charging terminals. Method 800 also includes step S142. In response to the number of available modules being less than or equal to the number of required modules, determining a power-priority mode as a power allocation mode for a specific charging terminal among the one or more charging terminals.

[0135] Figure 9 A flowchart of a method 900 of a fourth exemplary embodiment consistent with some embodiments of this disclosure is shown. Method 900 may be step S14 of method 700. The determination of the power allocation mode is triggered by an access request from the charging terminal. Figure 9As shown, method 900 includes step S143. Based on an increase in the number of access requests from charging terminals, selectively switching the power allocation mode for one or more charging terminals from an efficiency-priority mode to a power-priority mode. Method 900 also includes step S144. Based on a decrease in the number of access requests from charging terminals, selectively switching the power allocation mode for one or more charging terminals from a power-priority mode to an efficiency-priority mode.

[0136] Figure 10 A flowchart of a fifth exemplary method 1000 consistent with some embodiments of this disclosure is shown. Method 1000 may be step S14 of method 700. The determination of the power allocation mode is triggered by changes in power demand during charging. Figure 10 As shown, method 1000 includes step S145. Based on the increase in power demand during charging, selectively switching the power allocation mode for one or more charging terminals from an efficiency-priority mode to a power-priority mode. Method 1000 also includes step S146. Based on the decrease in power demand during charging, selectively switching the power allocation mode for one or more charging terminals from a power-priority mode to an efficiency-priority mode.

[0137] In some embodiments, the power demand from one or more charging terminals is determined based on the state of charge (SOC) stage of the vehicle connected to the one or more charging terminals.

[0138] In some embodiments, step S12 may include: step S121. Determining a first vehicle in the mid-SOC stage among the vehicles connected to the one or more charging terminals. Step S12 may further include step S122. Determining the number of first modules required by the first vehicle based on the power demand of the first vehicle and the rated power of a single power module, wherein the required number of modules is determined based on the number of first modules.

[0139] Figure 11 A flowchart of a sixth exemplary method 1100, consistent with some embodiments of this disclosure, is shown. Method 1100 may be step S2 in method 600. Figure 10 As shown, method 1100 includes: step S21. Acquiring lifetime impact parameters for each power module in the available power modules. Method 1100 further includes: step S22. Calculating a lifetime score for each power module in the available power modules based on the lifetime impact parameters. Method 1100 further includes: step S23. Sort the available power modules according to the lifetime scores. Method 1100 further includes: step S24. Selecting a target power module from the available power modules and determining the target power path based on the sorting results.

[0140] In some embodiments, lifespan impact parameters may include one or more of the following: cumulative operating time, cumulative output power, average load rate, and parameters indicating whether there is a long-term deviation from the operating point of maximum efficiency.

[0141] In some embodiments, the power modules can be arranged to logically form a ring topology via a switch matrix, the switches being included in the switch matrix, the switch matrix comprising: a first set of switches, each switch in the first set of switches being connected between adjacent power module groups in the ring topology, and a second set of switches, each switch in the second set of switches being connected between spaced power module groups in the ring topology.

[0142] In some embodiments, the power module group may include one or more power modules.

[0143] In some embodiments, the determination of the power allocation mode may be triggered by one or more of the following: an access request from the charging terminal, a change in the required power during charging, a change in the state of the power module, or a periodic inspection.

[0144] The above describes a method for controlling a power module to distribute power to a charging terminal according to exemplary embodiments of this application. By smoothly switching between "efficiency priority" and "power priority" based on power demand without relying on a specific physical layout, the system extends hardware life and reduces operating costs under light loads through efficiency priority, while ensuring the responsiveness and stability of power supply under high loads, thereby achieving an optimal balance between overall energy efficiency and operational reliability.

[0145] Throughout this specification, the reference to "an embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment of the invention. Therefore, the phrases "in one embodiment" or "in an embodiment" appearing in various places throughout this specification do not necessarily all refer to the same embodiment, but may refer to the same embodiment. Furthermore, in one or more embodiments, as will be apparent to those skilled in the art from this disclosure, particular features, structures, or characteristics may be combined in any suitable manner.

[0146] Similarly, it should be understood that in the description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, drawing, or description for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. However, this method of disclosure should not be construed as reflecting an intention to claim more features than are expressly recited in each claim. Rather, as reflected in the appended claims, the inventive aspect lies in fewer features than all the features of a single foregoing disclosed embodiment. Therefore, the appended claims are thus explicitly incorporated into this specific embodiment, wherein each claim itself represents a separate embodiment of the invention.

[0147] Furthermore, although some embodiments described herein include some features included in other embodiments but not others, combinations of features from different embodiments are intended to fall within the scope of the invention and form different embodiments as will be understood by those skilled in the art. For example, any embodiment of the claimed embodiments in the appended claims may be used in any combination.

[0148] As used herein, a module refers to any combination of hardware, software, and / or firmware. As an example, a module includes hardware such as a microcontroller associated with a non-transient medium for storing code suitable for execution by that microcontroller. Therefore, in one implementation, a reference to a module refers to hardware specifically configured to recognize and / or execute code to be stored on a non-transient medium. In another implementation, the use of "module" refers to a non-transient medium containing code specifically adapted for execution by a microcontroller to perform a predetermined operation. And, as can be inferred, in yet another implementation, the term "module" may refer to a combination of a microcontroller and a non-transient medium. Typically, the boundaries of modules illustrated as separate can vary and potentially overlap. For example, a first module and a second module may share hardware, software, firmware, or a combination thereof, while potentially retaining some independent hardware, software, or firmware.

[0149] Embodiments of the mechanisms disclosed herein may be implemented in hardware, software, firmware, or a combination of such implementations. Embodiments of the invention may be implemented as a computer program or program code executable on a programmable system including at least one processor, a storage system (including volatile and non-volatile memories and / or storage elements), at least one input device, and at least one output device.

[0150] One or more aspects of at least one embodiment can be implemented by representational instructions stored on a machine-readable medium, which represent various logics in a processor, and which, when read by the processor, cause the processor to perform the logic of the techniques described herein. Such representations, referred to as “IP cores,” can be stored on tangible machine-readable media and can be supplied to various customers or production facilities for loading into manufacturing machines that actually manufacture the logic or processor.

[0151] Such machine-readable media can include, but are not limited to, non-transitory, tangible arrangements of articles made or formed by a machine or device, including storage media such as hard disks; any other type of disk, including floppy disks, optical disks, compact disc read-only memory (CD-ROM), rewritable compact discs (CD-RW), and magneto-optical disks; semiconductor devices such as read-only memory (ROM), random access memory (RAM) such as dynamic random access memory (DRAM) and static random access memory (SRAM), erasable programmable read-only memory (EPROM), flash memory, electrically erasable programmable read-only memory (EEPROM); phase-change memory (PCM); magnetic cards or optical cards; or any other type of medium suitable for storing electronic instructions.

[0152] Therefore, embodiments also include non-transitory tangible machine-readable media containing instructions or design data, such as a hardware description language (HDL), that defines the architectures, circuits, devices, processors, and / or system characteristics described herein. These embodiments are also referred to as program products.

[0153] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments described above without departing from the spirit and scope of the invention. Therefore, it is intended that this invention cover modifications and variations falling within the scope of the appended claims and their equivalents.

Claims

1. A method for controlling a power module to distribute power to charging terminals, one or more of the charging terminals being configured to receive required power from a vehicle and supply power to the vehicle, the method comprising the following steps: S1. The power control unit determines the power allocation mode for the one or more charging terminals, S1 including: S11. Obtain the number of available power modules in the power module; S12. Calculate the required number of modules based on the power demand from the one or more charging terminals and the rated power of a single power module; S13. Compare the required number of modules with the available number of modules; S14. Based on the comparison results, determine the efficiency priority mode or power priority mode as the power allocation mode for the one or more charging terminals; S2. The power control unit selects a target power module from the available power modules and determines the target power path based on the power allocation mode; and S3. The power control unit sends an instruction to the power distribution unit, so that the power distribution unit calls the target power module to distribute power to the charging terminal by controlling the operation of the switch associated with the target power module and the target power path.

2. The method according to claim 1, wherein, S14 includes: S141. In response to the number of available modules being greater than the number of required modules, the efficiency priority mode is determined as the power allocation mode for the one or more charging terminals; S142. In response to the number of available modules being less than or equal to the number of required modules, the power priority mode is determined as the power allocation mode for a specific charging terminal among the one or more charging terminals.

3. The method as described in claim 1, wherein, The determination of the power allocation mode is triggered by an access request from the charging terminal. S14 further includes: S143. Based on the increase in the number of access requests from the charging terminals, the power allocation mode for the one or more charging terminals is selectively switched from efficiency priority mode to power priority mode; S144. Based on the decrease in the number of access requests from the charging terminals, the power allocation mode for the one or more charging terminals is selectively switched from power priority mode to efficiency priority mode.

4. The method of claim 1, wherein, The determination of the power allocation mode is triggered by the change in the required power during charging. S14 further includes: S145. Based on the increase in power demand during charging, the power allocation mode for the one or more charging terminals is selectively switched from efficiency-priority mode to power-priority mode; S146. Based on the reduction in power demand during charging, the power allocation mode for the one or more charging terminals is selectively switched from power priority mode to efficiency priority mode.

5. The method according to claim 1, wherein, The power demand from the one or more charging terminals is determined based on the state of charge (SOC) stage of the vehicle connected to the one or more charging terminals.

6. The method according to claim 5, wherein, S12 includes: S121. Determine the first vehicle in the mid-SOC stage among the vehicles connected to the one or more charging terminals; S122. Based on the power demand of the first vehicle and the rated power of a single power module, determine the number of first modules required by the first vehicle, wherein the required number of modules is determined based on the number of first modules.

7. The method according to claim 1, wherein, S2 includes: S21. Collect the lifetime impact parameters for each power module in the available power modules; S22. Calculate the lifetime score for each power module in the available power modules based on the lifetime impact parameters; S23. Sort the available power modules according to the lifetime score; S24. Based on the sorting results, select the target power module from the available power modules and determine the target power path.

8. The method according to claim 7, wherein, The lifespan impact parameters include one or more of the following: cumulative operating time, cumulative output power, average load rate, and parameters indicating whether the operating point deviates from the maximum efficiency point for an extended period.

9. The method according to claim 1, wherein, The power modules are arranged to logically form a ring topology via a switch matrix, wherein the switches are included in the switch matrix, and the switch matrix includes: A first group of switches, each switch in the first group of switches being connected between adjacent power module groups in the ring topology of the power module. The second set of switches, each of which is connected between power module groups spaced apart in the ring topology within the power module, is connected in this second set of switches.

10. The method according to claim 1, wherein, The determination of the power allocation mode is triggered by one or more of the following: an access request from the charging terminal, a change in the required power during charging, a change in the state of the power module, or a periodic inspection.

11. A power cabinet, comprising: Power distribution unit; Power module; The switching matrix is ​​coupled to the power distribution unit; as well as A power control unit, coupled to the power distribution unit and the power module, is configured to perform the method as described in any one of claims 1-10.

12. A power distribution control system, comprising: The power cabinet as described in claim 11; as well as The charging terminal is coupled to the power cabinet.

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