Vertical circulation type electric vehicle intelligent charging system

Abstract

The present application relates to electric vehicle intelligent charging and vertical circulating parking equipment technical field, specifically to a kind of vertical circulating electric vehicle intelligent charging system, including acquisition, judgment, scheduling and control module;Acquisition vehicle plate inclination, strain, swing acceleration, contact resistance, contact point temperature, insulation resistance, contact alignment, contactor, communication, each layer temperature and door lock, drive, fire-fighting state;Determine safety state, task state, charging permission state, thermal anomaly state and charging contact normal / early warning / abnormal;Scheduling determines the vehicle plate set moving with drive chain, generates operation task, power distribution result and fire alarm positioning result;Control executes stop charging, power-off confirmation, drive start-stop, resume charging, electrical isolation and fire extinguishing branch opening, and to contact early warning flow reduction, restore hierarchical power upgrade, abnormal disconnect lock, improve system operation and charging safety.

Description

Technical Field

[0001] This invention relates to the field of intelligent charging for electric vehicles and vertical circulation parking equipment, specifically a vertical circulation intelligent charging system for electric vehicles. Background Technology

[0002] Existing vertical circulation electric vehicle parking and charging garages have the following technical defects in actual operation:

[0003] The vehicle carrier plate often undergoes posture changes and swaying as it circulates with the drive chain, causing fluctuations in the contact state between the charging adapter and the vehicle. Existing systems mostly rely on a single signal for charging control, which can easily lead to problems such as poor contact, localized overheating, accidental power outages, or untimely charging recovery. The vehicle storage and retrieval process involves multiple linkage conditions such as door lock status, drive status, and fire protection status. Existing technologies lack unified scheduling for each link, resulting in conflicts between mechanical movement and charging actions, posing a potential risk of exceeding system safety thresholds. Due to the multi-layered layout of the storage facility and the complex internal temperature distribution, existing technologies lack comprehensive judgment on the temperature of each layer, battery temperature rise, and localized thermal anomalies, leading to delayed fire alarm identification, inaccurate isolation range, and slow fire suppression linkage. At the same time, existing charging power distribution strategies do not take into account the state of charge, waiting time, and contact health status, often resulting in uneven power distribution, charging recovery oscillations, or repeated switching between fault states.

[0004] The technical problem to be solved by this invention is how to uniformly schedule the status of the vehicle platform, the charging contact status, the motion conditions and the fire alarm information in a vertical circulation situation, so as to achieve the core technical problem of precise coordinated control of motion, charging and fire fighting. Summary of the Invention

[0005] The purpose of this invention is to provide a vertical circulation intelligent charging system for electric vehicles, which avoids problems such as poor contact, overheating or accidental power outage caused by relying on a single signal for charging control. It also makes it easier to control the movement of the vehicle carrier, the dynamic distribution of charging power, and the fire-fighting coordination in multi-level spaces, thereby effectively improving the system's operational safety and charging efficiency.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] This invention provides a vertical circulation intelligent charging system for electric vehicles, including a trolley driven by a drive chain, a vehicle platform suspended from the trolley, a retaining track and a charging adapter, and also includes a data acquisition module, a judgment module, a scheduling module and a control module.

[0008] The data acquisition module is used to collect the tilt angle, strain, oscillation acceleration, contact resistance, contact point temperature, insulation resistance, contact alignment status, contactor status, communication status, and temperature of each layer of each vehicle platform, as well as system status parameters, including door lock status, drive status, and fire protection status.

[0009] The judgment module is used to determine the safety status, task status, charging permission status and thermal anomaly status of each vehicle board, including the charging contact status, by comparing the collected results with the corresponding thresholds.

[0010] The scheduling module is used to determine the set of vehicle platforms that move with the drive chain based on the state determined by the judgment module, calculate the motion allowable conditions based on the door lock state, drive state, fire protection state and the tilt angle and swing acceleration of the vehicle platforms, generate system operation tasks according to the operation tasks, and generate charging power allocation results and fire alarm location results.

[0011] The control module communicates with the switch actuators, contactors, protection devices, or fire extinguishing branch controllers in the main charging circuit. It is used to control the charging stop, power failure confirmation, drive start / stop, charging resumption, electrical isolation, and fire extinguishing branch opening through the corresponding actuators according to the scheduling results, and update the corresponding vehicle board to the charging in progress, charging stopped, fault locked, or waiting to be restored status.

[0012] Furthermore, the acquisition module includes an inclination sensor located at the support shaft of the vehicle platform, a strain sensor located at the root of the cantilever of the vehicle platform, an acceleration sensor located at the end of the vehicle platform, and a contact resistance detection module and a contact point temperature detection module located at the charging adapter.

[0013] The judgment module makes the following judgments based on the acquisition results of the acquisition module: It compares the calculated results of the swing acceleration, the contact resistance increment relative to the previously recorded stable contact resistance, the contact point temperature rise relative to the contact point temperature at the start of charging, and the rate of change of the contact point temperature rise with the swing acceleration threshold, the contact resistance increment threshold, the contact point temperature rise threshold, and the rate of change of the temperature rise threshold, respectively. When the calculated results of each parameter are all lower than the corresponding warning threshold, the charging contact state is judged to be normal; when at least one calculated result is greater than or equal to the corresponding warning threshold and all calculated results are lower than the corresponding abnormal threshold, a warning is issued; when at least one calculated result is greater than or equal to the corresponding abnormal threshold, an abnormality is determined.

[0014] Furthermore, when at least two of the swing acceleration, contact resistance increment, contact point temperature rise, and contact point temperature rise rate reach their respective warning thresholds and continuously reach the set warning duration, the control module reduces the charging current of the corresponding vehicle board.

[0015] When all measured values ​​are below their respective preset recovery thresholds and continue to reach the preset recovery time, the power is increased to the target charging power according to the set power level.

[0016] When the contact point temperature reaches the system-set charging stop temperature threshold, the contact resistance reaches the charging disconnection threshold, or the corresponding warning state continues for a preset duration after the charging current is reduced, the control module controls the contactor in the corresponding charging main circuit to disconnect and puts the corresponding vehicle board into a fault lock state.

[0017] Furthermore, the control module decomposes the system operation tasks generated by the scheduling module into sequentially executed steps: charging stop, power failure confirmation, motion permission verification, drive start, arrival confirmation, swing confirmation, charging detection, low-power trial charging, and power recovery.

[0018] The power failure confirmation step is based on the main circuit current, contactor status, and contact voltage of the corresponding vehicle platform; the positioning confirmation step is based on the position information collected by the position sensor; and the swing confirmation step is based on the effective value of the swing acceleration collected.

[0019] Each step has execution conditions, completion conditions, timeout time, and exception handling conditions. If the completion conditions of the previous step are not met, the next step is prohibited. If the step times out, feedback is missing, or the actuator feedback is inconsistent with the sensor measurement results, the control module controls the driver to remain in a stopped state and controls the corresponding contactor to remain in a disconnected state.

[0020] Furthermore, the vehicle carrier set includes the target vehicle carriers participating in this operation mission; the corresponding contactors of the energized vehicle carriers in the vehicle carrier set are disconnected in a controlled manner, and after the main circuit current is not higher than the power-off current threshold, the contactor is in the open state and the contact voltage is not higher than the safety voltage threshold for a preset confirmation time, the energized state of the corresponding vehicle carrier is updated to de-energized.

[0021] The drive chain is allowed to move when the system's entrance and exit doors are closed and locked, the drive status feedback is normal, the system is not in a fire-fighting locked state, and the tilt angle, swing acceleration, and strain of each vehicle platform in the vehicle platform assembly all meet the corresponding motion threshold.

[0022] Furthermore, the scheduling module determines the vehicle board that is allowed to charge from the vehicle boards that meet the following conditions: the safety status is normal, the task status is not pending return, the system is not in the fire lock state, and the insulation resistance, contact alignment status, contactor status and communication status are all qualified.

[0023] The power demand is determined based on the state of charge of each permitted charging vehicle platform, the cumulative waiting time since the charging conditions are met, and the charging contact status, and the charging power is allocated within the limits of the total system charging power and the rated power of the vehicle platform.

[0024] When the charging contact status is normal, the corresponding charging power is allocated normally within the limits of the total system charging power and the rated power of the vehicle board; when the charging contact status is warning, the charging power is allocated according to the preset derating ratio of the rated power of the corresponding vehicle board; when the charging contact status is abnormal, no charging power is allocated.

[0025] Furthermore, the judgment module determines the current temperature of the corresponding layer based on the measured values ​​of the temperature measuring points of each layer, and determines the reference temperature of each layer based on the preset thermal model that characterizes the relationship between the ambient temperature and the spatial temperature distribution of each layer.

[0026] When the difference between the current temperature of the first floor and the reference temperature is greater than or equal to the preset temperature difference threshold, the temperature rise rate of the first floor is greater than or equal to the ambient temperature rise rate threshold, and the temperature rise rate of the battery of at least one electric vehicle on the first floor is greater than or equal to the battery temperature rise rate threshold, the fire alarm condition is determined to be met; if any of the above comparison conditions are not met, the fire alarm condition is determined not to be met.

[0027] The scheduling module combines the maximum battery temperature rise rate, temperature difference, and duration to generate fire alarm location results including abnormal layers and suspected layers; when adjacent layers simultaneously meet the fire alarm conditions, the layer that first meets the fire alarm conditions is determined as the fire layer according to the time when the fire alarm conditions are first met as recorded by the system.

[0028] Furthermore, after obtaining the fire alarm location result or receiving an external fire alarm signal, the control module sequentially controls the drive to stop, the main circuit for charging the entire warehouse to be cut off, the area where the abnormal layer is located to be electrically isolated, the fire extinguishing branch circuit of the abnormal layer and the adjacent layer above it to be opened, and the entrance and exit doors to be locked.

[0029] The completion of drive stop is confirmed by motor speed and brake status, the completion of cut-off is confirmed by main circuit current, and the completion of fire extinguishing branch opening is confirmed by valve opening and pipeline pressure.

[0030] If the designated fire extinguishing branch fails to send an activation signal within the set time, the system will activate the backup fire extinguishing branch if it is available; otherwise, it will activate other fire extinguishing branches adjacent to the abnormal floor.

[0031] The beneficial effects of this invention are:

[0032] 3. This invention determines the contact resistance increment by using the most recent stable contact resistance as a comparison benchmark and the contact point temperature rise by using the contact point temperature at the start of charging as a comparison benchmark. It also classifies the charging contact state into normal, warning, or abnormal by combining the temperature rise change rate and oscillation acceleration. This can more accurately reflect the changes in the stability of the charging contact during vertical cycle operation, thereby improving the timeliness of contact anomaly identification and quantitative judgment capability. By first reducing the charging current when at least two parameters continuously reach the warning threshold, gradually restoring the current according to the preset power level after all measured values ​​are below the recovery threshold and the recovery time is continuously met, and disconnecting the contactor and placing it in a fault lockout state when the charging stop temperature threshold, the charging interruption threshold, or the warning continues after derating are reached, it can suppress the cumulative heating of the contact point and the power oscillation during the recovery charging process, thereby reducing the risk of overheating failure, repeated switching, and repeated fault occurrence.

[0033] 4. This invention selects vehicles that are allowed to be charged from those that are in normal safety condition, not in a pending return state, and whose insulation resistance, contact alignment, contactor status, and communication status are all qualified and not in a fire-fighting locked state. It then generates power demand by combining the state of charge, cumulative waiting time, and charging contact status, and allocates charging power within the system's total charging power and the vehicle's rated power limit. This can balance the urgency of energy replenishment with the fairness of waiting time when multiple vehicle platforms are charging in parallel, thereby improving the uneven power distribution caused by indiscriminate static power allocation and the problem of some vehicles not receiving energy for a long time. By limiting the power allocation according to a preset derating ratio when the contact status is in a warning state, and not allocating power when the contact status is abnormal, and by re-allocating the unallocated power overflowing after the cut-off, the power scheduling can prioritize the contact health status constraint, thereby improving the overall power utilization efficiency of the system while ensuring safety. Attached Figure Description

[0034] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0035] Figure 1 This is a schematic diagram of a vertical circulation intelligent charging system for electric vehicles provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] Please see Figure 1A vertical circulation intelligent charging system for electric vehicles includes a trolley driven by a drive chain, a vehicle platform suspended from the trolley, a retaining track, and a charging adapter, and further includes:

[0038] The data acquisition module is used to collect the tilt angle, strain, oscillation acceleration, contact resistance, contact point temperature, insulation resistance, contact alignment status, contactor status, communication status, and temperature of each layer of each vehicle platform, as well as system status parameters, including door lock status, drive status, and fire protection status.

[0039] The judgment module is used to determine the safety status, task status, charging permission status and thermal anomaly status of each vehicle board, including the charging contact status, by comparing the collected results with the corresponding thresholds.

[0040] The scheduling module is used to determine the set of vehicle platforms that move with the drive chain based on the state determined by the judgment module, calculate the allowable motion conditions based on the door lock state, drive state, fire protection state, and the tilt angle and swing acceleration of the vehicle platforms, and generate system operation tasks according to the operation tasks, as well as generating charging power allocation results and fire alarm location results.

[0041] The control module communicates with the switch actuators, contactors, protection devices or fire extinguishing branch controllers in the main charging circuit. It is used to control the charging stop, power failure confirmation, drive start and stop, charging resumption, electrical isolation and fire extinguishing branch opening through the corresponding actuators according to the scheduling results, and update the corresponding vehicle board to the charging in progress, charging stopped, fault locked or waiting to be restored status.

[0042] In a preferred embodiment of the present invention, the acquisition module includes an inclination sensor disposed at the support shaft of the vehicle platform, a strain sensor disposed at the root of the cantilever of the vehicle platform, an acceleration sensor disposed at the end of the vehicle platform, and a contact resistance detection module and a contact point temperature detection module disposed at the charging adapter.

[0043] The judgment module makes the following judgments based on the acquisition results from the acquisition module: It compares the calculated results of the swing acceleration, the contact resistance increment relative to the previously recorded stable contact resistance, the contact point temperature rise relative to the contact point temperature at the start of charging, and the rate of change of the contact point temperature rise with the swing acceleration threshold, the contact resistance increment threshold, the contact point temperature rise threshold, and the rate of change of the temperature rise threshold, respectively. If the calculated results of all parameters are lower than the corresponding warning threshold, the charging contact state is judged to be normal; if at least one calculated result is greater than or equal to the corresponding warning threshold and all calculated results are lower than the corresponding abnormal threshold, a warning is issued; if at least one calculated result is greater than or equal to the corresponding abnormal threshold, an abnormality is determined.

[0044] When at least two of the following parameters reach their respective warning thresholds and continuously reach the set warning duration, the control module reduces the charging current of the corresponding vehicle board.

[0045] When all measured values ​​are below their respective preset recovery thresholds and continue to reach the preset recovery time, the power is increased to the target charging power according to the set power level.

[0046] When the contact point temperature reaches the system-set charging stop temperature threshold, the contact resistance reaches the charging disconnection threshold, or the corresponding warning state continues for a preset duration after the charging current is reduced, the control module controls the contactor in the corresponding charging main circuit to disconnect and puts the corresponding vehicle board into a fault lock state.

[0047] The system is applied to a single-sided open vertical circulation electric vehicle parking and charging garage; each vehicle platform runs along a closed-loop track and is circulated by a drive chain. The vehicle platform is suspended from the traveling trolley by a support shaft and its posture is maintained by a holding track; each vehicle platform is equipped with a corresponding charging adapter, clamping device and anti-tipping device for fixing and charging electric vehicles in a stationary position.

[0048] The main control node communicates with each vehicle board node, drive node, gate control node and fire protection node. Each node periodically uploads the data measured by this node, and the main control node updates the current vehicle board status and the overall warehouse operation status accordingly.

[0049] The coordination relationship between the modules is as follows: The acquisition module reads the tilt angle at the support shaft, the strain at the root of the cantilever of the vehicle platform, the swing acceleration at the end of the vehicle platform, and the contact resistance and contact point temperature at the charging adapter in each system cycle. At the same time, it reads the insulation resistance, contact alignment status, contactor status, communication status, temperature of each floor, as well as door lock status, drive status and fire protection status.

[0050] The above data is first collected according to the vehicle board number and floor number, and then written into the status record of the current period; for switch quantities such as contactor status, door lock status, drive status and fire protection status, the sampling results are written directly.

[0051] For continuous quantities such as tilt angle, strain, oscillation acceleration, contact resistance, contact point temperature and temperature of each layer, the measured value of the current period and the corresponding value of the previous valid period are saved for subsequent comparison.

[0052] If a node fails to return data in the current cycle, the node is marked as having a communication error in this cycle, and the judgment module will change the safety status of its corresponding vehicle board to an unqualified state to prevent continued movement or recharging when data is missing.

[0053] After receiving the aforementioned status records, the judgment module first judges the safety status, task status, and charging permission status one by one according to the vehicle board; the safety status is determined by combining at least the tilt angle, strain, contact status, insulation resistance, contact alignment status, contactor status, and communication status.

[0054] Specifically, the mechanical safety thresholds for tilt angle and strain are calibrated based on the maximum allowable off-center deformation tolerance of the vehicle plate structure design and the safety boundary of the guide rail clearance.

[0055] The lower limit of insulation is set according to the current insulation safety standards for low-voltage power distribution systems, which specify the threshold for the operation of leakage protection in DC circuits.

[0056] The safety status of the vehicle platform is deemed qualified only when the tilt angle and strain are both below the preset mechanical safety threshold, the contact status is not abnormal, the insulation resistance is greater than the set insulation lower limit, the contact alignment status and contactor status feedback are both normal, and the communication status is normal; otherwise, it is deemed unqualified.

[0057] The mission status should at least distinguish whether it is currently charging, whether it has been selected as the target vehicle platform for this mission, and whether it is within the fire restriction area;

[0058] The charging permission state is set to allow only if the safety status is qualified, the insulation resistance is qualified, the contact alignment is qualified, the contactor status feedback is normal, and the communication status is normal.

[0059] The temperature of each floor is formed by the effective data from multiple measuring points on the corresponding floor. If there are not enough effective measuring points on a certain floor, the temperature monitoring record of that floor will be retained only and will not be used directly as a basis for triggering a fire alarm. The record will be awaited for confirmation by an external fire alarm signal or subsequent cycles.

[0060] The scheduling module does not start the drive directly based on the customer's request, but first determines the set of all vehicle plates that will be displaced by the drive chain based on the status result given by the judgment module.

[0061] The scheduling module calculates the clockwise or counterclockwise rotation steps of the drive chain based on the distance difference between the current layer number of the target vehicle platform and the layer number of the access station at the entrance / exit. All vehicle platforms that are mechanically coupled to the same drive chain and whose positions change due to the number of rotation steps are mapped into the vehicle platform set.

[0062] Since the vehicle carriers on the same drive chain participate in displacement synchronously during a single operation, the set is not limited to the target vehicle carrier itself. After determining the set of vehicle carriers, the scheduling module further calculates the motion allowable conditions by combining the door lock status, drive status, fire protection status, and the tilt angle and swing acceleration of each vehicle carrier in the set.

[0063] Taking a single-sided open vertical circulation electric vehicle parking and charging garage as an example, there are 12 vehicle-carrying platforms mechanically coupled to the same drive chain within the garage, numbered sequentially from 1 to 12 along the closed-loop track. The entrance and exit storage and retrieval stations correspond to the first level. When a customer requests to retrieve an electric vehicle parked on vehicle-carrying platform 7 at station 5, the scheduling module calculates the number of steps and direction of operation required for the drive chain to travel 4 station intervals based on the distance difference of 4 between vehicle-carrying platform 7's current level number 5 and the entrance and exit storage and retrieval station's level number 1. The module also generates a timer along with the number of steps. All 12 vehicle plates that have undergone displacement are mapped into this vehicle plate set, rather than only vehicle plate 7. Accordingly, the charging stop step and the power-off confirmation step are performed on all energized vehicle plates in the set, and the motion allowance verification also covers the tilt angle, oscillation acceleration and strain of each vehicle plate in the set. That is, the determination result of the vehicle plate set directly determines the scope of action of subsequent charging stop, power-off confirmation and motion verification, thereby avoiding the omission of the energized state and abnormal attitude of other vehicle plates linked with the chain due to only verifying the target vehicle plate.

[0064] Drive start / stop tasks are generated only when the door lock is closed and locked, the drive status is normal, the fire protection status does not constitute a lock, and the attitude of the relevant vehicle platform meets the motion threshold.

[0065] If any of the above conditions are not met, only the task request will be retained in this cycle, the driver startup command will not be issued, and the reason for the blockage will be written into the task record for verification in subsequent cycles.

[0066] When there is no motion task or the motion task has not yet entered the execution stage, the scheduling module can also generate charging power allocation results based on the charging permission status; these results are written into the corresponding power command area according to the vehicle board, and are called by the control module in subsequent cycles;

[0067] If the scheduling module determines that there is a thermal anomaly trend in a certain layer, that is, the difference between the current temperature of the layer and the reference temperature continues to increase and approaches the system's preset temperature difference threshold, then a fire alarm location result or a warning record will be generated at the same time.

[0068] The warning record does not directly trigger the opening of the fire extinguishing branch, but instead prioritizes restricting the charging of the relevant vehicle platform on that floor or prohibiting it from entering the recovery charging step;

[0069] If the fire status has been set to valid by an external signal, the dispatch module will directly generate a fire priority task and suspend normal access and normal charging tasks.

[0070] The control module calls the corresponding actuators according to the scheduling results; during charging, the control module sends commands to the switch actuators, contactors and protection devices in the main charging circuit to stop charging, resume charging or disconnect, and updates the corresponding vehicle board to the charging, stopped charging, fault locked or pending recovery status according to the execution results.

[0071] In fire-fighting situations, the control module performs electrical isolation of abnormal areas and opening of fire-fighting branches through the fire-fighting branch controller; when the control module updates its status, it does not use the sent command as the basis for status switching, but rather the contactor feedback, circuit measurement results and relevant sensor status as the basis.

[0072] If the actuator feedback exists but the corresponding sensor results are inconsistent, the original state is maintained or the fault lock is entered, and the next action is not performed.

[0073] In this embodiment, the tilt sensor is fixedly installed at the support shaft to reflect the changes in the suspension attitude of the vehicle platform; the strain sensor is arranged at the root of the cantilever of the vehicle platform to reflect the changes in the force on the single-sided suspension structure.

[0074] An acceleration sensor is located at the end of the vehicle platform to reflect the swaying after a cycle of start-stop; a contact resistance detection module and a contact point temperature detection module are located at the charging adapter to reflect the stability of the charging contact; the judgment module uses the most recent stable contact resistance as a comparison benchmark during the stationary charging phase to obtain the current contact resistance increment; and uses the contact point temperature at the start of charging as a comparison benchmark to obtain the current contact point temperature rise.

[0075] The temperature rise difference at the contact point between the current cycle and the previous effective cycle is divided by the sampling time interval during the two-week period to obtain the temperature rise rate in the dimension of temperature / time, thus distinguishing it from the contact point temperature rise in the dimension of temperature and avoiding the inconsistency of dimensions caused by mixing the two.

[0076] The judgment module compares various data with preset thresholds. The calibration basis for each threshold is as follows: the warning threshold and abnormal threshold for contact point temperature, contact point temperature rise and contact resistance increment are determined based on the statistical sample distribution of the charging contacts of the same model in the later stage of normal working life. The mean is added by 1 and 3 times the standard deviation respectively as the warning threshold and abnormal threshold for the corresponding parameters.

[0077] The warning threshold and abnormal threshold for the rate of temperature change are determined based on the reciprocal boundary of the dynamic equilibrium time constant for normal heat dissipation of the contact; the charging stop temperature threshold and the charging stop threshold for contact resistance are determined based on the heat resistance softening limit temperature and the safe current carrying capacity heating limit of the contact insulation material.

[0078] The warning threshold for sway acceleration is calibrated based on the peak value of the maximum sway acceleration generated by the sudden stop of an empty vehicle at the highest operating speed, while the abnormal threshold is calibrated based on the ultimate safety yield acceleration of the mechanical anti-tipping limit device.

[0079] The oscillation acceleration, contact resistance increment, contact point temperature rise and its rate of change are compared with the aforementioned corresponding thresholds to determine the charging contact status as normal, warning, or abnormal; the specific determination logic is as follows:

[0080] When all four parameters are below the corresponding warning threshold, it is considered normal; when any one or more of them are greater than or equal to the corresponding warning threshold, and all parameters are strictly below the set abnormal threshold, it is considered a warning; when any one of them is greater than or equal to the corresponding abnormal threshold, it is directly considered abnormal.

[0081] The previous stable contact resistance is the recorded value retained when the contact state is confirmed to be normal and the swing acceleration meets the stability requirements; if the stable record is not obtained due to communication interruption, the system will not perform contact state upgrade judgment in this cycle, but will keep the vehicle plate in a conservative state and prohibit direct power increase.

[0082] Taking a complete judgment process of a certain vehicle carrier plate as an example, the system cycle is 1 second. When the vehicle carrier plate starts charging, the contact point temperature is 26℃, and the most recent stable contact resistance is 0.8mΩ. After calibration, the warning threshold for oscillation acceleration is 0.4m / s², the abnormal threshold is 1.2m / s², the warning threshold for contact resistance increment is 0.3mΩ, the abnormal threshold is 0.9mΩ, the warning threshold for contact point temperature rise is 15K, the abnormal threshold is 40K, the warning threshold for temperature rise rate of change is 0.5K / s, and the abnormal threshold is 2K / s. The preset duration is 120s, and the preset recovery time is 180s. In one cycle, the measured oscillation acceleration is 0.18m / s², the current contact resistance is 1.05mΩ (contact resistance increment 0.25mΩ), the contact point temperature is 38.5℃ (contact point temperature rise 12.5K), and the temperature rise rate of change is 0.3K / s. All four parameters are low. If the corresponding warning threshold is met, it is considered normal. In subsequent cycles, if the current contact resistance rises to 1.15mΩ (contact resistance increment of 0.35mΩ, reaching the warning threshold) and the contact point temperature rises to 16K (reaching the warning threshold), while the other two items are still below the warning threshold, it is considered a warning, and the number of items reaching the warning threshold is two. When the warning state is maintained for 120 seconds, the control module reduces the charging current of the vehicle board to 40% of the rated operating current. After that, if all measured values ​​fall back to the recovery threshold below 80% of their respective warning thresholds and continue for 180 seconds, the recovery is carried out step by step in four steps: 30%, 50%, 80%, and 100% of the rated power. If any parameter exceeds the warning threshold in the opposite direction during any level of residence, the trial state machine is flipped to the degraded latch state, and the charging current of the vehicle board is limited to the safety maintenance level during this operating cycle.

[0083] In this embodiment, after receiving a contact warning from the judgment module, the control module does not immediately disconnect the main charging circuit, but first checks the number of items that reach the warning threshold among the swing acceleration, contact resistance increment, contact point temperature rise and rate of change.

[0084] When at least two of the warning thresholds reach their respective thresholds and continue for a preset duration, the control module reduces the charging current of the vehicle board to a preset derating level, that is, reduces the charging current to a safe holding current value in the range of 30% to 50% of the rated operating current, so as to cut off the conditions for cumulative thermal runaway caused by high current and reduce the heating of the contact points.

[0085] The reduced target power is written into the vehicle charging command area for the vehicle to execute continuously in subsequent cycles. If all measured values ​​are lower than their respective recovery thresholds and continue to reach the preset recovery time, the control module increases the power level step by step according to the preset power level, for example, dividing the power into four steps of 30%, 50%, 80% and 100% of the rated power. Each level must wait for the contact state to continue to meet the recovery conditions, and the waiting time must be greater than or equal to the contact thermal equilibrium time constant before it can enter the next level.

[0086] Among them, the recovery threshold of each measured value is set to 80% of its corresponding warning threshold to construct a hysteresis comparison range and prevent control oscillation caused by frequent fluctuations of transient parameters near the warning threshold; the preset duration and preset recovery time are set according to the time constant of thermal balance of the contactor and charging contacts.

[0087] In the control timing of progressively increasing power, a recovery trial state machine is activated inside the control module. If, during the dwell waiting period of any power level, any of the above parameters exceeds its warning threshold due to environmental disturbance, causing a contact state rollback, the state machine immediately flips to the degraded latch state. During this operating cycle, it no longer responds to any subsequent recovery conditions, but instead limits the charging current of the corresponding vehicle board to the preset safety maintenance level.

[0088] To avoid the formation of a power oscillation control cycle due to repeated probing when the physical contact layer is in a critical steady state, thereby blocking the risk of cumulative thermal failure;

[0089] If the contact point temperature reaches the charging stop temperature threshold, the contact resistance reaches the charging disconnection threshold, or the warning state continues for a preset duration after the charging current has been reduced, the control module controls the contactor in the corresponding charging main circuit to disconnect and puts the corresponding vehicle board into a fault lockout state.

[0090] In the fault-locked state, the vehicle board will no longer participate in automatic recovery charging, nor will it be included in normal power distribution; it will only be allowed to be put back into the recovery state by the upper-level task after subsequent maintenance when the communication status, contact alignment status, insulation resistance and contact detection have all returned to normal.

[0091] If the system receives a motion task during the fault lockout period, since the vehicle platform is still part of the mechanical coupling of the drive chain, its safety status will still be involved in the motion allowance calculation, and its influence cannot be canceled by simply bypassing the vehicle platform.

[0092] In a preferred embodiment of the present invention, the control module decomposes the system operation task generated by the scheduling module into sequentially executed steps of stopping charging, power failure confirmation, motion permission verification, drive start, position confirmation, swing confirmation, charging detection, low power trial charging and power recovery.

[0093] The power failure confirmation step is based on the main circuit current, contactor status, and contact voltage of the corresponding vehicle platform; the positioning confirmation step is based on the position information collected by the position sensor; and the swing confirmation step is based on the effective value of the swing acceleration collected.

[0094] Each step has execution conditions, completion conditions, timeout time and exception handling conditions. If the completion conditions of the previous step are not met, the next step is prohibited. If the step times out, feedback is missing, or the actuator feedback is inconsistent with the sensor measurement results, the control module controls the driver to remain in a stopped state and controls the corresponding contactor to remain in a disconnected state.

[0095] The vehicle carrier set includes the target vehicle carriers participating in this operation mission; the corresponding contactors of the energized vehicle carriers in the vehicle carrier set are disconnected in a controlled manner, and after the main circuit current is not higher than the power-off current threshold, the contactor is in the open state and the contact voltage is not higher than the safety voltage threshold for a preset confirmation time, the energized state of the corresponding vehicle carrier is updated to de-energized.

[0096] When the system's entrance and exit doors are closed and locked, the drive status feedback is normal, the system is not in a fire-fighting locked state, and the tilt angle, swing acceleration, and strain of each vehicle platform in the vehicle platform assembly all meet the corresponding motion threshold, the drive chain is allowed to move.

[0097] The scheduling module determines which vehicle platforms are allowed to charge from those that meet the following conditions: the safety status is normal; the task status is not pending return; and the system is not in fire-fighting lockout state.

[0098] Insulation resistance, contact alignment, contactor status, and communication status all passed the tests. The power requirements were determined based on the state of charge of each permissible charging vehicle board, the cumulative waiting time since the charging conditions were met, and the charging contact status. The charging power was then allocated within the limits of the total system charging power and the rated power of the vehicle board.

[0099] When the charging contact status is normal, the corresponding charging power is allocated normally within the limits of the total system charging power and the rated power of the vehicle board; when the charging contact status is warning, the charging power is allocated according to the preset derating ratio of the rated power of the corresponding vehicle board; when the charging contact status is abnormal, no charging power is allocated.

[0100] When the vertical circulation electric vehicle parking and charging garage receives a parking or retrieval request, the normal charging process needs to comply with the overall machine scheduling process.

[0101] If the drive start command is issued in a general manner without separating the charging stop, power failure confirmation, movement verification, arrival and charging resumption into separate processes, then in the case of chain linkage, some vehicle plates may have started moving but some charging circuits have not yet completed the power failure confirmation.

[0102] Therefore, this implementation breaks down the system operation tasks into the following order: charging stop, power failure confirmation, motion permission verification, drive start, position confirmation, swing confirmation, charging detection, low power trial charging and power recovery. At each step, entry conditions, completion conditions and abnormal handling conditions are set to ensure that the motion task and the charging task are sequentially connected within the same system.

[0103] In this embodiment, the task generated by the scheduling module will not directly drive the motor, nor will it directly close or open all contactors. Instead, the control module first writes the task into a step queue. The current step in the step queue only enters the executable state after the previous step has been submitted.

[0104] For example, in the charging stop step, the control module first sends a charging stop command to the charged vehicle boards in the current vehicle board set, and waits for the circuit current decrease results to be returned by each charging node; then it enters the power-off confirmation step; the power-off confirmation step does not only rely on the feedback of the contactor auxiliary contact, but also checks the circuit current, contactor status and contact voltage at the same time.

[0105] Only after the charging current is not higher than the power-off current threshold calibrated based on the background noise and zero-point drift error range of the charging pile's internal detection circuit to ensure that non-load residual fluctuations are not misjudged, and the contactor is disconnected and the contact voltage is not higher than the safety voltage threshold set according to the human body safety DC voltage limit defined in the relevant low-voltage electrical specifications, and the conditions are met for a preset confirmation time set according to the time required for control circuit response and discharge residual energy dissipation, will the control module update the energized state of the corresponding vehicle board to de-energized and allow the vehicle board to proceed through the current step.

[0106] If any of the three conditions are not met, the vehicle platform will remain in the power-off confirmation step, and the entire machine will not enter the motion permission verification.

[0107] This embodiment includes at least the target vehicle platform participating in this operation, as well as other vehicle platforms that are displaced together during this operation due to mechanical coupling of the same drive chain; since even if the customer request only involves one target vehicle platform, the drive chain will still drive the entire group of vehicle platforms to run synchronously after it is started, it is not possible to check only the energized state of the target vehicle platform.

[0108] After determining the set, the control module performs controlled disconnection on all energized vehicle boards one by one and saves the power disconnection confirmation result for each board. For vehicle boards that are confirmed earlier, their energized status is updated to de-energized and they remain in a waiting state.

[0109] Only after all relevant vehicle boards in the set have completed power-off confirmation will they uniformly enter the motion permission verification step; if any vehicle board in the set fails to reduce the contact voltage to a safe range, has an abnormal contactor status feedback, or has not reduced the circuit current as required, the entire drive task will be blocked, the drive will remain in a stopped state, and the corresponding contactor will remain open.

[0110] The motion allowance verification steps are carried out based on the door lock status, drive status, fire protection status, and the tilt angle, swing acceleration, and strain of each vehicle platform in the assembly;

[0111] The door lock status must be closed and locked, the drive status feedback must be normal, the system must not be in the fire-locked state, and the attitude of each vehicle platform must meet the corresponding motion threshold. The motion thresholds of tilt angle and swing acceleration are determined based on the maximum anti-torsional sway design capability of the chain in the full-load start-up stage, and the strain motion threshold is calibrated based on the safety factor of the maximum allowable yield stress of the single-sided cantilever when the vehicle platform bears the rated weight. Only then is the drive chain allowed to move.

[0112] The basis for incorporating strain into the motion verification conditions is that a single-sided suspension structure has the risk of abnormal stress under off-center loading conditions; if only tilt angle and sway acceleration are checked, motion may still be mistakenly allowed when the structural stress is inappropriate; if the strain of any vehicle plate exceeds the motion threshold, the drive start action will not be generated in this cycle, the task will stop at the motion allow verification step, and the reason for the blockage will be retained in the task record.

[0113] If the strain returns to normal and other conditions continue to be met in the next cycle, the calibration can be restarted; if the conditions are not met for a long period of time, the corresponding vehicle board can be transferred to fault handling.

[0114] After the drive start step is allowed, the control module outputs a start command to the driver; during the drive process, the position sensor continuously sends back position information; after reaching the target workstation, the system first enters the position confirmation step, which uses the position sensor results as the basis for completion.

[0115] Once the position reaches the target range, proceed to the swing confirmation step. Swing confirmation is not based on the fact that the drive has stopped, but on whether the effective value of acceleration is lower than the stability requirement.

[0116] The charging detection step is only initiated when the effective value of acceleration meets the requirements; if the position is in place but the swaying has not subsided, the charging circuit remains disconnected to prevent the vehicle platform from resuming contact while there is still relative swaying.

[0117] If the position sensor feedback is missing or the position measurement is inconsistent with the drive stop feedback, the control module will keep the drive stopped and the contactor disconnected, and will not enter the trial charging stage.

[0118] During the charging detection step, the system re-checks the insulation resistance, contact alignment, contactor status, and communication status of the vehicle charging board to be restored. Since the status of the vehicle board may change after one cycle of movement, it needs to be re-detected, and the original alignment and contact status may have changed.

[0119] If the test is successful, the low-power trial charging step will begin. The control module will first close the corresponding main charging circuit at a lower power, and then observe the current, contactor status, and contact-related measurement results in subsequent system cycles.

[0120] After the trial charging is stable, the power recovery step is entered, and the power allocation results generated by the scheduling module are called to gradually restore the power to the current allocable level. If a contact warning or insulation abnormality occurs during the trial charging, the power recovery is not entered, but the system is reverted to the contactor disconnected state, and the vehicle board is updated to the pending recovery or fault lock state.

[0121] In this embodiment, when there is no motion task or the motion task has been completed and charging can be resumed, the scheduling module re-selects the set of vehicles that can be charged. The prerequisites for allowing charging include that the safety status is normal, the task status is not pending return, the system is not in the fire lock state, and the insulation resistance, contact alignment status, contactor status and communication status are all qualified.

[0122] After screening, the scheduling module combines the state of charge of each allowed charging vehicle platform, the accumulated waiting time since it met the charging permission conditions, and the current charging contact status to form the power demand of each vehicle platform in this cycle. The specific allocation calculation rule is as follows: the scheduling module calculates the comprehensive priority score of each allowed charging vehicle platform, and the calculation formula is:

[0123]

[0124] in, For the first The dimensionless comprehensive priority score of each vehicle-mounted plate. The dimensionless fundamental weight constant. To obtain the current percentage of state of charge, This is a preset time compensation coefficient, with the dimension being the reciprocal of time, ensuring that the waiting term and the charged term maintain consistency in their dimensionless properties. This is the cumulative waiting time;

[0125] Basic weight constant and time compensation coefficient The value is determined based on the priority score of a vehicle with a dead battery that has just come to a stop, with a preset upper limit for the waiting time. The time compensation coefficient is determined based on the following constraint equation. The possible values ​​of:

[0126]

[0127] in, The minimum percentage of the vehicle's state of charge depletion is set so that the increase in the waiting score when the vehicle reaches this time limit is strictly equal to the score of the charge item from full power to depletion, thus balancing the fairness of emergency refueling needs and long waiting times.

[0128] Based on this, if the total power demand of all currently permitted charging vehicle charging platforms exceeds the total system charging power, the system will perform dynamic proportional allocation, with the specific allocation formula as follows:

[0129]

[0130] in, To be assigned to the The power command target value for each vehicle-mounted plate. This represents the total charging power currently available from the system. The sum of the scores of all vehicle-mounted platforms within the set; where, the above Only vehicles with a cumulative score greater than zero are allowed to use charging platforms.

[0131] Once the vehicle-mounted platform reaches the target state of charge, it leaves the allowed charging set, and its accumulated waiting time is simultaneously reset to zero and no longer counted in the score. Then it returns to zero, thus becoming... The results remain consistent when both the charged term and the waiting term have been eliminated;

[0132] When the set is empty in a certain period, or when all vehicle boards have exited due to reaching the target state of charge, resulting in a sum of zero, or when all are forced to zero due to contact abnormalities, resulting in a sum of zero, the scheduling module will not execute proportional allocation in this period, but will instead maintain the existing power command of each vehicle board or directly issue it according to its rated power limit, thereby avoiding invalid calculations with a denominator of zero.

[0133] The allocation result calculated for each path will be compared with the rated power limit of a single vehicle platform to ensure that it does not exceed the limit. Through the above comprehensive priority score calculation and proportional dynamic allocation steps, the situation where some vehicles cannot receive power replenishment for a long time due to single polling allocation is avoided when multiple vehicle platforms are in the allowed charging state at the same time but the total power is insufficient.

[0134] Taking a specific allocation cycle as an example, the total charging power of the system is 300kW, and the allowed charging set includes vehicle charging platform A, vehicle charging platform B, and vehicle charging platform C, each with a rated power of 120kW; the basic weight constant is set to 100, the minimum vehicle state of charge is set to 20%, and the preset waiting time limit is 60min. Therefore, the time compensation coefficient is 100×(1−20 / 100) / 60≈1.33 / min. In this cycle, vehicle charging platform A has a state of charge of 30% and a cumulative waiting time of 10min, vehicle charging platform B has a state of charge of 60% and a cumulative waiting time of 40min, and vehicle charging platform C has a state of charge of 85% and a cumulative waiting time of 5min. Therefore, the comprehensive priority score for vehicle charging platform A is 100×(1−30 / 100)+ 1.33×10≈83.3, the score of vehicle platform B is 100×(1−60 / 100)+1.33×40≈93.3, the score of vehicle platform C is 100×(1−85 / 100)+1.33×5≈21.7, and the sum of the scores is approximately 198.3; after proportional dynamic allocation, vehicle platforms A, B, and C are allocated approximately 126.1kW, 141.2kW, and 32.8kW respectively. Among them, vehicle platforms A and B exceed their respective rated power limit of 120kW and are both truncated to 120kW. The approximately 27.2kW overflow after truncation is collected by the collection buffer pool, and a secondary allocation is initiated for vehicle platform C, which has not reached the limit. Vehicle platform C is finally allocated approximately 60.0kW, which does not exceed its rated power limit;

[0135] If the current contact status of a certain vehicle platform is under warning, then even if all other conditions are met, the final cutoff comparison benchmark after dynamic allocation will no longer be the original rated power, but the upper limit of derating obtained by multiplying the rated power by the preset derating ratio will be used as the comparison benchmark. The preset derating ratio is determined based on the number of contact parameters that reach their respective warning thresholds, namely, the number of items such as oscillation acceleration, contact resistance increment, contact point temperature rise and its rate of change. For example, when only one item reaches the warning threshold, the preset derating ratio is set to 75%, and when two items reach the warning threshold, it is set to 50%.

[0136] It should be noted that in this embodiment, there are two sequential judgment paths for contact warning. The applicable order is as follows: When the contact state has just entered the warning stage and the forced current reduction condition has not yet been met, the scheduling module first tightens the upper limit of the power allocation of the vehicle board according to the aforementioned preset derating ratio in the power allocation stage. The more items that reach the warning threshold, the smaller the preset derating ratio, and the tighter the upper limit of power allocation. This path only constrains the power command issued by the scheduling module and does not directly interfere with the charging main circuit. When the number of items that reach the warning threshold increases to at least two and continuously reaches the preset duration, the control module then executes the forced current reduction. Current reduction directly reduces the charging current to a safe holding current value within the range of 30% to 50% of the rated operating current. This path is directly applied to the charging main circuit by the control module. During the period when the control module has executed forced current reduction, the scheduling module uses the power corresponding to the safe holding current after current reduction as the cutoff comparison benchmark for the power allocation of the vehicle board. That is, the forced current reduction result is filled back as the upper limit constraint of the power allocation path. The two paths are connected in the order of first limiting the power by the scheduling module, then forcing current reduction by the control module, and then filling back the allocation upper limit with the current reduction result to avoid the contradiction between the power allocation result and the actual allowable current after forced current reduction.

[0137] The unallocated power overflowing after truncation is collected by the pooling buffer of the scheduling module, and a secondary allocation iteration is initiated for other normal vehicle boards whose current power distribution has not reached their own constraint limit, according to the same weighted ratio allocation rule mentioned above.

[0138] To avoid infinite loop allocation caused by amplitude overflow under extreme load distribution, the control module presets a globally tolerable maximum allocation iteration depth. This maximum allocation iteration depth is set according to the remaining execution time tolerance of a single control cycle of the system to ensure that the calculation process does not cause system communication timeouts.

[0139] When the recursive allocation count reaches the maximum iteration depth, or when the absolute value of the remaining unallocated power in the pool is lower than the set lower limit of the safe current fine-tuning dead zone, the lower limit of the safe current fine-tuning dead zone is activated. Determined according to the following relation:

[0140]

[0141] in, This is the minimum current adjustment resolution for the power converter inside the charging adapter. and The mean and standard deviation of the background sampling current noise are respectively used. The maximum value of the two is taken as the lower limit of the dead zone to avoid frequently sending control commands that are below the device resolution and cannot be accurately responded to to the hardware. The system will directly force the system to jump out of the current cycle of redistribution and idle the remaining power. If the contact status is abnormal, the score of the vehicle board will be forced to zero and no power will be allocated.

[0142] When the contact status becomes unstable, the charging behavior is no longer determined solely by the state of charge and waiting time, but is primarily limited by the contact health status; after the power allocation result is generated, the scheduling module writes it into the power command area of ​​each vehicle board, and the control module executes the resumption of charging accordingly;

[0143] If a vehicle carrier board fails to achieve the corresponding output after performing power allocation, or if the communication status turns abnormal in the current cycle, the vehicle carrier board will be removed from the allowed charging set in the next cycle, and the remaining power will be redistributed by the scheduling module.

[0144] The power distribution process described above, combined with the chain linkage characteristics of the vertical circulation structure, is reflected in the following two aspects:

[0145] Firstly, when generating a motion task, the scheduling module estimates the interruption time from the charging stop step to the power recovery step. It also includes the interruption time of the vehicle boards in the set that are interrupted in charging due to this motion in their cumulative waiting time. This ensures that the vehicle boards that are passively interrupted in charging due to chain linkage receive waiting compensation corresponding to the interruption time after the motion is completed, thus preventing the entire group of vehicle boards from falling into a low priority due to the same vehicle access operation.

[0146] Secondly, during the execution phase of any motion task, vehicle boards that are not part of the current vehicle board set, remain stationary, and meet the charging conditions will not participate in the charging stop and power outage confirmation process. During this period, the scheduling module will only perform power allocation for such stationary vehicle boards and deduct the recovery power reserved for the vehicle boards in the set from the total system charging power as the upper limit of allocation. The reserved share is determined according to the power sent down by each vehicle board in the set before the interruption, thereby ensuring that the vehicle boards in the set can recover at the original power level after the motion is completed, and avoiding recovery oscillations caused by the total power being occupied by other vehicle boards when resuming charging.

[0147] In a preferred embodiment of the present invention, the judgment module determines the current temperature of the corresponding layer based on the measured values ​​of the temperature measuring points of each layer, and determines the reference temperature of each layer based on a preset thermal model characterizing the relationship between the ambient temperature and the spatial temperature distribution of each layer; when the difference between the current temperature of a layer and the reference temperature is greater than or equal to a preset temperature difference threshold, the temperature rise rate of the layer is greater than or equal to the ambient temperature rise rate threshold, and the temperature rise rate of the battery of at least one electric vehicle on the vehicle board of the layer is greater than or equal to the battery temperature rise rate threshold, the fire alarm condition is determined to be met; if any of the above comparison conditions are not met, the fire alarm condition is determined not to be met.

[0148] The scheduling module combines the maximum battery temperature rise rate, temperature difference, and duration to generate fire alarm location results including abnormal layers and suspected layers; when adjacent layers simultaneously meet the fire alarm conditions, the layer that first meets the fire alarm conditions is determined as the fire layer according to the time when the fire alarm conditions are first met as recorded by the system.

[0149] After obtaining the fire alarm location result or receiving an external fire alarm signal, the control module sequentially controls the drive to stop, the main circuit for charging the entire warehouse to be cut off, the area where the abnormal layer is located to be electrically isolated, the fire extinguishing branch circuit of the abnormal layer and the adjacent layer above it to be opened, and the entrance and exit doors to be locked.

[0150] The system confirms the completion of drive stop by measuring motor speed and brake status, the completion of cut-off by measuring main circuit current, and the completion of fire extinguishing branch opening by measuring valve opening and pipeline pressure. If the designated fire extinguishing branch fails to return an opening signal within the set time, the system controls the opening of the backup fire extinguishing branch if it is available; otherwise, it controls the opening of other fire extinguishing branches adjacent to the abnormal floor.

[0151] In addition to normal vehicle storage, retrieval, and charging, vertical circulation electric vehicle parking and charging garages also need to continuously address abnormal temperature rises within multiple spaces. If only the top floor or a single point detection result is relied upon, although it is possible to detect temperature rises within the garage, it is difficult to distinguish abnormal layers and determine the workstations that should be prioritized for isolation.

[0152] Therefore, this implementation method incorporates the temperature measurement points of each layer and the battery temperature information of the electric vehicle corresponding to the vehicle board into the judgment, and outputs the abnormal layer and suspected work station after the conditions are met, so that the subsequent fire extinguishing branch can act according to the layer.

[0153] In this embodiment, the judgment module summarizes the measured values ​​of temperature measuring points by layer and first determines the current temperature of each layer; the current temperature of each layer is formed by the effective measuring points of that layer, and disconnected or faulty measuring points are not included in the current layer temperature; the battery temperature of the electric vehicle is read by the corresponding vehicle board node through the battery management communication interface.

[0154] When battery management communication is not established in the electric vehicle, the battery temperature can also be obtained from the battery temperature acquisition channel located at the electrical interface of the charging adapter or vehicle board; the read battery temperature data is collected according to the vehicle board number, layer number and acquisition time, so that the battery temperature rise rate of each electric vehicle can be established in correspondence with its layer.

[0155] If the battery temperature data of a certain electric vehicle is missing in the current cycle, the vehicle will not participate in the comparison of battery temperature rise rate in that cycle, but it will not affect the judgment of other vehicles with valid data in the same layer.

[0156] If battery temperature data for all vehicles on the same floor is missing, the floor will not directly determine the fire alarm condition based on the battery temperature rise rate, but will retain thermal anomaly records for subsequent confirmation or external fire alarm signals.

[0157] The system obtains the reference temperature of the corresponding layer based on a preset thermal model. This reference temperature is not a fixed value, but a comparison benchmark formed by combining the layer level and the current environmental conditions. The specific structured calculation process is as follows: the preset thermal model determines the benchmark state of each layer through the following formula:

[0158]

[0159] in, For the goal of Dynamic reference temperature of the layer; The ambient temperature is collected by the air inlet temperature sensor located at the bottom of the system. Number the physical floor height; The constant-level layer height gradient temperature rise increment is pre-calibrated based on the natural convection heating effect; This represents the total number of vehicles currently charging or that have just completed a movement on this layer. The equivalent temperature rise coefficient constant for a single vehicle, with the dimension of temperature, is obtained through the following equivalent conversion formula:

[0160]

[0161] in, This refers to the average heat dissipation per vehicle during stable full-load charging operation under pre-calculated conditions within the same storage capacity. The specific heat capacity of air, air density, This is the ventilation volume per unit time inside the warehouse, thus ensuring strict dimensional consistency on both sides of the equation.

[0162] This calculation process is used to separate the heat generated by normal equipment operation, in order to accurately distinguish between normal interlayer temperature difference and abnormal temperature rise. In order to prevent misjudgment, the temperature difference threshold and the ambient temperature rise rate threshold used for judgment are set by the system based on the highest ambient temperature rise fluctuation peak value extracted from the normal cycle temperature data samples under the previous no-load and full-load normal charging conditions.

[0163] The battery temperature rise rate threshold is determined based on the maximum heat rise slope allowed by the normal chemical reaction inside the battery of the same model under normal full power charging conditions, plus a preset measurement noise tolerance deviation, so as to clearly distinguish the heat generated by normal high power charging from the abnormal sudden step in the early stage of internal cell thermal runaway.

[0164] The judgment module compares the difference between the current temperature of each layer and the calculated reference temperature within a continuous period, and divides the difference between the current period temperature record and the historical temperature record before the preset observation window of the past 5 consecutive sampling periods by the time span of the window to specifically determine the temperature rise rate of the layer.

[0165] At the same time, the system reads the battery temperature change of each electric vehicle in this layer and uses the same time difference logic to calculate the battery temperature rise rate for electric vehicles with valid continuous sampling data.

[0166] A fire alarm condition is determined to be met only when the difference between the current temperature of a layer and the reference temperature is greater than the aforementioned temperature difference threshold, the temperature rise rate of the layer is greater than the ambient temperature rise rate threshold, and the battery temperature rise rate of at least one electric vehicle on the layer is greater than the battery temperature rise rate threshold.

[0167] If only the temperature of the floor is considered, the overall temperature rise caused by the operation of the equipment may be mistaken for a fire; if only the temperature rise of a single vehicle battery is considered, it may be affected by fluctuations in single-point detection; when both conditions are met at the same time, the judgment is more stable.

[0168] Taking a 6-story vertical circulation electric vehicle parking and charging garage as an example, the system cycle is 10 seconds, and the preset observation window is the past 5 consecutive sampling cycles. During a certain operating period, the ambient temperature measured at the bottom air inlet is 32℃, the floor height gradient temperature rise increment is calibrated to 1.5K, and the single vehicle equivalent temperature rise coefficient is calibrated to 0.8K. There are currently 3 electric vehicles charging on the 4th floor, so the reference temperature of this floor is 32 + (4−1)×1.5 + 3×0.8 = 38.9℃. The current temperature formed by multiple effective measuring points on this floor is 54.5℃, and the difference between the current temperature and the reference temperature is 15.6K, which is greater than the preset temperature difference threshold of 10K. The current cycle temperature has increased by 44.5℃ compared to the historical temperature 5 sampling cycles ago (i.e., 50 seconds ago). At 10K, the temperature rise rate of this layer is 0.2K / s, which is greater than the ambient temperature rise rate threshold of 0.05K / s. At the same time, the battery temperature of the electric vehicle at workstation 4-3 on this layer rises from 37℃ to 41.5℃, with a battery temperature rise rate of 0.09K / s, which is greater than the battery temperature rise rate threshold of 0.03K / s. When all three conditions are met, the fourth layer is determined to meet the fire alarm conditions. The scheduling module identifies the fourth layer as an abnormal layer and workstation 4-3 as a suspected workstation, generating a fire alarm location result. Since the temperature difference of 15.6K does not exceed the severe temperature difference threshold of 18K (i.e., 1.5 times the alarm level difference threshold of 12K), but the duration of meeting the conditions is longer than the heat storage determination time, the fire alarm location result is marked with an early isolation flag, and electrical isolation is prioritized.

[0169] After receiving the fire alarm condition results from the judgment module, the scheduling module further combines the workstation with the highest battery temperature rise rate in that layer, the size of the temperature difference, and the duration of meeting the conditions to generate a fire alarm location result. The fire alarm location result includes at least the abnormal layer and the suspected workstation, which is used for subsequent electrical isolation and fire extinguishing branch selection.

[0170] The floor that meets the fire alarm conditions is designated as the abnormal floor. If multiple workstations on the same floor have abnormal battery temperature rise, the workstation with the highest temperature rise rate is recorded first as the suspected workstation, and the remaining workstations can be recorded as risk workstations on the same floor.

[0171] At the same time, the temperature difference is compared with the preset alarm level difference threshold. If the temperature difference exceeds the severe temperature difference threshold and the duration of the condition is shorter than the emergency judgment duration, an emergency action mark is added to the fire alarm location result to give priority to triggering the fire extinguishing branch.

[0172] If the temperature difference is below the severe temperature difference threshold but the duration of the condition is longer than the heat storage determination time, an early isolation flag will be added to the fire alarm location result for priority electrical isolation.

[0173] Among them, the alarm level difference threshold and the severe temperature difference threshold are set based on the temperature rise data of local hot spots and the initial stage of open flame development;

[0174] Specifically, the second derivative of the current cycle temperature with respect to time is defined as the temperature rise step characteristic quantity. When this characteristic quantity is greater than 0 and the first derivative is always positive for three consecutive system cycles, the statistical average value of the corresponding temperature deviation is taken as the alarm level threshold. The severe temperature difference threshold is set as the deviation amount in the range of 1.5 to 2 times the alarm level threshold to distinguish between heat storage and sudden thermal runaway.

[0175] The duration of the sudden judgment is set based on the temperature rise slope maintenance time during the initial stage of a typical battery thermal runaway eruption, and the duration of the heat storage judgment is set based on the time constant of the material continuously dissipating abnormal heat under natural convection conditions.

[0176] If critical battery temperature data is missing in the current cycle, this layer can retain thermal anomaly records, but will not directly output a clear suspected workstation. Instead, it will wait for subsequent cycles to supplement and confirm the data or rely on external fire alarm signals to trigger the electrical isolation and fire protection of the entire system.

[0177] When adjacent multiple floors simultaneously meet the fire alarm conditions, this implementation method does not simply determine the fire floor based on the temperature, but instead calls the system to record the first time the fire alarm conditions are met and determines the floor that first meets the fire alarm conditions as the fire floor.

[0178] Because the upper layer may experience a temperature rise earlier due to the influence of hot air currents, if only the absolute temperature at a certain moment is compared, the spread layer may be mistakenly identified as the ignition layer.

[0179] By recording the order in which each floor first meets the fire alarm conditions, it can be more suitable for determining the floors that should be prioritized for isolation and fire suppression. If the record of the first time the fire is met is incomplete due to communication interruption, the system will no longer further subdivide the fire origin floor and the spread floor, but will uniformly include the adjacent multi-story buildings that meet the fire alarm conditions into the scope of fire response.

[0180] In this embodiment, after obtaining the fire alarm location result or receiving an external fire alarm signal, the control module immediately stops the unfinished ordinary charging task and ordinary scheduling task, and executes the following in a predetermined order: drive stop, disconnection of the main charging circuit of the entire warehouse, electrical isolation of the area where the abnormal layer is located, opening of the fire extinguishing branch circuit of the abnormal layer and the adjacent layer above it, and locking of the entrance and exit doors.

[0181] In cases where a fire alarm location result has been obtained, the anomaly layer is determined based on the fire alarm location result; in cases where only an external fire alarm signal is received but no clear fire alarm location result has been formed, the control module will take the preset whole warehouse or the protection area specified by the external signal as the area where the anomaly layer is located, and select the fire extinguishing branch according to the strategy of expanding the protection range.

[0182] Specifically, the strategy for expanding the protection range is as follows: take the bottom layer of the area designated by the external fire alarm signal as the reference center layer, control the opening of the fire extinguishing branch lines of the center layer and the adjacent upper and lower layers, and if the center layer happens to be the bottom layer of the building, control the opening of the fire extinguishing branch lines of the center layer and the two adjacent upper layers, thereby establishing an isolation buffer zone.

[0183] This sequence is set up to first eliminate motion and electrical factors, and then perform local isolation and fire extinguishing; whether the drive has stopped is not based on whether a stop command has been issued, but rather on checking the motor speed and brake status simultaneously.

[0184] The drive is considered to have stopped only when the motor speed is at a stop state and the brake feedback is normal; whether the main circuit disconnection of the full warehouse charging is completed is confirmed by whether the main circuit current drops to the disconnection requirement; if the main circuit current does not meet the requirement, the disconnection command is maintained and the next step of electrical isolation is not entered.

[0185] After the electrical isolation of the area where the abnormal layer is located is completed, the control module opens the fire extinguishing branch of the abnormal layer and the adjacent layer above it; whether the fire extinguishing branch has been opened is confirmed by the valve position and the pipeline pressure.

[0186] If the valve position feedback is in place but the pipeline pressure has not been established, the opening is not considered complete; conversely, if short-term pressure fluctuations exist but the valve position signal is not in place, the opening remains incomplete.

[0187] This avoids misjudging the branch's activation status based on a single feedback; the control module performs bidirectional timing monitoring of the fire extinguishing branch. If the designated fire extinguishing branch does not send back a valve position stroke completion signal within the first stage set time window calibrated based on the typical full-stroke mechanical movement time of the fire extinguishing branch's execution valve under the calibrated control voltage plus the communication delay margin, a second retransmission handshake of the command level is triggered.

[0188] If the second-stage preset timeout threshold, which includes the system fire-fighting pipeline water filling and local branch pressurization response time, is reached, and the comprehensive arrival judgment condition of the dual correlation between valve position and pipeline water pressure is still not met, the control module determines that the currently controlled branch has been physically blocked.

[0189] The control module scans the locally stored fire topology mapping matrix to confirm whether the flag of the backup fire extinguishing branch on the same floor is available; if it is available, the backup fire extinguishing branch execution unit is activated directly through the control state machine.

[0190] If the backup branch flag is unavailable or the timing feedback is triggered again and timed out, the control module will directly and forcibly activate the adjacent auxiliary fire extinguishing branch arrays on the upper and lower sides of the abnormal layer based on the adjacent layer spatial network index, ignoring local limitations, thereby consuming redundant protection space to gain time to suppress heat spread.

[0191] The corresponding branch switching degradation sequence and its corresponding state reversal timestamp will be solidified and written into the non-volatile fire task mirror record to ensure that it will not be erased by subsequent power failure reset, and will be used for post-disaster source tracing and retrieval.

[0192] Regarding door control actions, the entrance and exit doors are locked to prevent ordinary customers from continuing to trigger vehicle storage and retrieval operations during fire response;

[0193] Once fire suppression begins, even if the temperature temporarily drops in a subsequent cycle, the system will not resume normal scheduling and charging. Instead, it will remain in a fire-locked state until the external fire alarm signal is cleared, the feedback from the relevant actuators returns to normal, and the subsequent temperature judgment no longer meets the fire alarm conditions. Only then will it be allowed to re-enter the initialization check and subsequent operation. This is to prevent the system from re-entering the energized charging or chain movement state before the anomaly is completely eliminated.

[0194] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make several improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vertically circulating intelligent charging system for electric vehicles, characterized in that, Includes a traveling trolley driven by a drive chain, a carrier plate suspended from the traveling trolley, a retaining track, and a charging adapter, and also includes: The data acquisition module is used to collect the tilt angle, strain, oscillation acceleration, contact resistance, contact point temperature, insulation resistance, contact alignment status, contactor status, communication status, and temperature of each layer of each vehicle platform, as well as system status parameters, including door lock status, drive status, and fire protection status. The judgment module is used to determine the safety status, task status, charging permission status and thermal anomaly status of each vehicle board, including the charging contact status, by comparing the collected results with the corresponding thresholds. The scheduling module is used to determine the set of vehicle platforms that move with the drive chain based on the state determined by the judgment module, calculate the motion allowable conditions based on the door lock state, drive state, fire protection state and the tilt angle and swing acceleration of the vehicle platforms, generate system operation tasks according to the operation tasks, and generate charging power allocation results and fire alarm location results. The control module communicates with the switch actuators, contactors, protection devices, or fire extinguishing branch controllers in the main charging circuit. It is used to control the charging stop, power failure confirmation, drive start / stop, charging resumption, electrical isolation, and fire extinguishing branch opening through the corresponding actuators according to the scheduling results, and update the corresponding vehicle board to the charging in progress, charging stopped, fault locked, or waiting to be restored status.

2. The vertical circulation intelligent charging system for electric vehicles according to claim 1, characterized in that: The acquisition module includes an inclination sensor located at the support shaft of the vehicle platform, a strain sensor located at the root of the cantilever of the vehicle platform, an acceleration sensor located at the end of the vehicle platform, and a contact resistance detection module and a contact point temperature detection module located at the charging adapter. The judgment module makes the following judgments based on the acquisition results of the acquisition module: It compares the calculated results of the swing acceleration, the contact resistance increment relative to the previously recorded stable contact resistance, the contact point temperature rise relative to the contact point temperature at the start of charging, and the rate of change of the contact point temperature rise with the swing acceleration threshold, the contact resistance increment threshold, the contact point temperature rise threshold, and the rate of change of the temperature rise threshold, respectively. When the calculated results of each parameter are all lower than the corresponding warning threshold, the charging contact state is determined to be normal; when at least one calculated result is greater than or equal to the corresponding warning threshold and all calculated results are lower than the corresponding abnormal threshold, a warning is issued. An error is determined when at least one calculation result is greater than or equal to the corresponding abnormal threshold.

3. The vertical circulation intelligent charging system for electric vehicles according to claim 2, characterized in that, When at least two of the swing acceleration, contact resistance increment, contact point temperature rise, and the rate of change of the contact point temperature rise reach their respective warning thresholds and continuously reach the set warning duration, the control module reduces the charging current of the corresponding vehicle board. When all measured values ​​are below their respective preset recovery thresholds and continue to reach the preset recovery time, the power is increased to the target charging power according to the set power level. When the contact point temperature reaches the system-set charging stop temperature threshold, the contact resistance reaches the charging disconnection threshold, or the corresponding warning state continues to reach the preset duration after the charging current is reduced, the control module controls the contactor in the corresponding charging main circuit to disconnect and puts the corresponding vehicle board into a fault lock state.

4. The vertical circulation intelligent charging system for electric vehicles according to claim 1, characterized in that, The control module decomposes the system operation tasks generated by the scheduling module into sequentially executed steps: charging stop, power failure confirmation, motion permission verification, drive start, arrival confirmation, swing confirmation, charging detection, low power trial charging, and power recovery. The power failure confirmation step is based on the main circuit current, contactor status, and contact voltage of the corresponding vehicle platform; the positioning confirmation step is based on the position information collected by the position sensor; and the swing confirmation step is based on the effective value of the swing acceleration collected. Each step has execution conditions, completion conditions, timeout time, and exception handling conditions. If the completion conditions of the previous step are not met, the next step is prohibited. If the step times out, feedback is missing, or the actuator feedback is inconsistent with the sensor measurement results, the control module controls the driver to remain in a stopped state and controls the corresponding contactor to remain in a disconnected state.

5. The vertical circulation intelligent charging system for electric vehicles according to claim 4, characterized in that, The set of vehicle carriers includes the target vehicle carriers participating in this operation mission; The corresponding contactor of the energized vehicle board in the set of vehicle boards is disconnected in a controlled manner. After the main circuit current is not higher than the power-off current threshold, the contactor is in the open state and the contact voltage is not higher than the safety voltage threshold for a preset confirmation time, the energized state of the corresponding vehicle board is updated to de-energized. When the system's entrance and exit doors are closed and locked, the drive status feedback is normal, the system is not in a fire-fighting locked state, and the tilt angle, swing acceleration, and strain of each vehicle platform in the vehicle platform set all meet the corresponding motion threshold, the drive chain is allowed to move.

6. The vertical circulation intelligent charging system for electric vehicles according to claim 1, characterized in that, The scheduling module determines the vehicle platform that is allowed to charge from the vehicle platform that meets the following conditions: the safety status is normal; The task status is not pending reset; the system is not in fire-fighting lockout mode; insulation resistance, contact alignment status, contactor status, and communication status all pass the tests. The power demand is determined based on the state of charge of each permitted charging vehicle platform, the cumulative waiting time since the charging conditions are met, and the charging contact status, and the charging power is allocated within the limits of the total system charging power and the rated power of the vehicle platform. When the charging contact status is normal, the corresponding charging power is allocated normally within the limits of the total system charging power and the rated power of the vehicle board; when the charging contact status is warning, the charging power is allocated according to the preset derating ratio of the rated power of the corresponding vehicle board; when the charging contact status is abnormal, no charging power is allocated.

7. The vertical circulation intelligent charging system for electric vehicles according to claim 1, characterized in that, The judgment module determines the current temperature of the corresponding layer based on the measured values ​​of the temperature measuring points of each layer, and determines the reference temperature of each layer based on the preset thermal model that characterizes the relationship between the ambient temperature and the spatial temperature distribution of each layer. When the difference between the current temperature of a layer and the reference temperature is greater than or equal to a preset temperature difference threshold, the temperature rise rate of the layer is greater than or equal to the ambient temperature rise rate threshold, and the temperature rise rate of the battery of at least one electric vehicle on the vehicle carrier board of the layer is greater than or equal to the battery temperature rise rate threshold, the fire alarm condition is determined to be met; if any of the above comparison conditions are not met, the fire alarm condition is determined not to be met; the scheduling module combines the maximum battery temperature rise rate, temperature difference and duration to generate a fire alarm location result including abnormal layers and suspected layers. When adjacent floors simultaneously meet the fire alarm conditions, the floor that first meets the fire alarm conditions, as recorded by the system, is determined as the floor where the fire originated.

8. A vertical circulation intelligent charging system for electric vehicles according to claim 7, characterized in that, After obtaining the fire alarm location result or receiving an external fire alarm signal, the control module sequentially controls the drive to stop, the main circuit for charging the entire warehouse to be cut off, the area where the abnormal layer is located to be electrically isolated, the fire extinguishing branch circuits of the abnormal layer and the adjacent layer above it to be opened, and the entrance and exit doors to be locked. The completion of drive stop is confirmed by motor speed and brake status, the completion of cut-off is confirmed by main circuit current, and the completion of fire extinguishing branch opening is confirmed by valve opening and pipeline pressure. If the designated fire extinguishing branch fails to send an activation signal within the set time, the system will activate the backup fire extinguishing branch if it is available; otherwise, it will activate other fire extinguishing branches adjacent to the abnormal floor.

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