A self-service electric vehicle fast charging station

Abstract

The application relates to the field of electric vehicle charging stations, in particular to a self-service electric vehicle fast charging station. The self-service charging station solves the problems of poor outdoor stability, complex internal wiring and insufficient safety of the existing self-service charging station. The charging station comprises a rain shelter and a charging pile arranged at the middle of the lower end of the rain shelter, a shell is arranged below the rain shelter and beside the charging pile, an energy storage layer, a power layer and a power distribution layer are sequentially arranged in the shell from bottom to top, and the layers are separated by a partition plate; the energy storage layer is provided with a battery module, and the power layer is provided with a plurality of power units; a power scheduling backboard is arranged in the power distribution layer, a communication bus, a DC busbar and a power controller are integrated on the backboard, each power unit is connected with the communication bus through a backboard interface, and an output end is connected with the DC busbar; and an input end of a charging gun hung on the charging pile is connected with the DC busbar. The device is compact in structure, good in stability, convenient to install and maintain, and suitable for deployment of outdoor self-service charging stations.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle charging stations, and more specifically to a self-service electric vehicle fast charging station. Background Technology

[0002] With the rapid increase in the number of new energy vehicles, self-service electric vehicle fast charging stations have become the core nodes of the energy replenishment network. In order to reduce the impact of high-power charging on the power grid, fast charging stations with energy storage functions have gradually become the industry mainstream. Currently, energy storage fast charging stations on the market generally adopt two types of structures. One type is an integrated structure that integrates energy storage batteries, power modules, and power distribution components into the charging pile body. The other type is a separate structure that sets up energy storage and power cabinets independently and far away from the charging parking space. However, the existing structures generally have the problem of unreasonable spatial layout. Either the heavy battery modules are placed on the top of the cabinet for the convenience of maintenance, resulting in a high overall center of gravity of the equipment, which poses a risk of tipping over in strong winds outdoors; or a left and right compartment layout is adopted, which makes the equipment occupy a large area and difficult to adapt to the compact parking space deployment under the rain shelter. At the same time, there is a lack of effective physical isolation between different functional components, and battery thermal runaway or module high temperature can easily spread to other compartments, posing a significant safety hazard.

[0003] In addition, existing fast charging stations generally employ a distributed design for power connection and scheduling systems. Power module outputs are connected to the busbar via independent copper busbars and bolts, while control communication is connected to the main control board via independent wiring harnesses. High-voltage and low-voltage lines are intertwined within the chassis. This design not only requires extensive manual wiring during production and assembly, resulting in low assembly efficiency and susceptibility to wiring errors and loose bolts, but also leads to a high failure rate after the equipment leaves the factory. Furthermore, the long communication wiring harnesses cause signal attenuation and electromagnetic interference, resulting in delayed power scheduling response and preventing millisecond-level dynamic power allocation. Power fluctuations are also common when multiple charging guns are in use. Moreover, fault repairs require the removal of numerous wires to replace modules, leading to lengthy repair times. Downtime at self-service stations directly impacts user experience and operational revenue.

[0004] At the overall site layout level, existing integrated charging piles integrate all high-voltage components into the user-operated pile body, requiring users to be in close contact with the high-voltage area during charging, posing a risk of electric shock. On the other hand, the split structure places the power cabinet away from the parking space, requiring the laying of long DC cables, which not only significantly increases cable costs but also introduces additional line power loss, resulting in reduced charging efficiency. At the same time, existing outdoor sites require separate heat dissipation structures for the charging piles and power cabinets, further increasing the construction cost of the sites. Although the industry has made significant optimizations to the module efficiency and charging speed of fast charging stations, it has not yet solved the inherent defects in the above-mentioned structure and layout, and cannot simultaneously meet the requirements of stability, safety, ease of maintenance, and low-cost deployment of outdoor sites. Therefore, it is necessary to design a self-service fast charging station to solve the above problems. Summary of the Invention

[0005] Therefore, it is necessary to provide a self-service electric vehicle fast charging station to address the existing technological problems.

[0006] To solve the problems of the prior art, the technical solution adopted by the present invention is as follows:

[0007] A self-service electric vehicle fast charging station includes a rain shelter and a charging pile disposed in the middle of the lower end of the rain shelter, and further includes:

[0008] The outer shell is located under the rain shelter and next to the charging pile. Inside the outer shell, from bottom to top, there are an energy storage layer, a power layer and a power distribution layer. The energy storage layer and the power layer, as well as the power layer and the power distribution layer, are separated by partitions.

[0009] Battery modules are evenly spaced along the long side inside the energy storage layer;

[0010] The power layer is equipped with a chassis, and power units are arranged at equal intervals along the long side of the chassis.

[0011] The power distribution layer is equipped with a power dispatch backplane, which includes a communication bus, a DC bus, and a power controller. The communication bus is integrated on the power dispatch backplane. Each power unit is connected to the communication bus through the bus interface on the power dispatch backplane. The power controller communicates with each power unit through the communication bus. The output of each power unit is connected to the DC bus.

[0012] The charging gun is mounted on the charging station, and its power input terminal is connected to the DC busbar.

[0013] Furthermore, each battery module is fixedly provided with a DC plug at its rear end, and a DC socket is fixedly provided inside the housing corresponding to the position of each battery module. When the battery module is pushed into place, the DC plug and the DC socket are connected to each other.

[0014] Each power unit has a plug-in structure, with a power plug fixedly installed at the rear end of each power unit. A power socket is fixedly installed on the back panel of the chassis corresponding to the position of each power unit. When the power unit is pushed into place, the power plug and the power socket are connected.

[0015] Furthermore, an air-cooling system is installed on the side of the energy storage layer, and a liquid-cooling system is installed inside the power layer and the power distribution layer. An air outlet is opened on the top of the outer shell to guide the airflow of the air-cooling system, and a grille is installed at the air outlet.

[0016] Furthermore, the air-cooling system includes a filter box disposed on the side wall of the outer casing and a fan disposed inside the filter box, with the exhaust port of the fan facing the interior of the energy storage layer;

[0017] The partitions between the energy storage layer and the power layer, and between the power layer and the power distribution layer, are respectively provided with perforations for airflow. When the fan is running, it drives the external air to flow in from the filter box, and after flowing through the perforations of the partition, it passes upward through the power layer and the power distribution layer in sequence before being discharged from the air outlet.

[0018] Furthermore, the liquid cooling system includes a liquid cooling interface fixedly installed on the side wall of the housing, a liquid cooling plate fixedly installed inside the power layer and the power distribution layer, and the liquid cooling plate is attached to the heat dissipation plate at the power unit and the power dispatch back panel.

[0019] One end of the liquid cooling interface is connected to the liquid cooling unit through a pipeline, and the other end is connected to the liquid inlet of the liquid cooling plate through a pipeline. The liquid outlet of the liquid cooling plate flows back to the liquid cooling unit through the liquid cooling interface through a pipeline.

[0020] Furthermore, a pre-charge circuit and a main contactor are sequentially arranged at the upper end of the power unit. The input terminal of the main contactor is electrically connected to the DC output terminal of the power unit through a conductive busbar, and the output terminal of the main contactor is electrically connected to the power plug of the power unit through a conductive busbar. The power plug is used to connect to the DC busbar when inserted into the power socket on the back panel of the chassis.

[0021] The two ends of the pre-charge circuit are electrically connected to the input and output terminals of the main contactor, respectively, so that the pre-charge circuit is connected in parallel with the main contactor and then connected in series between the DC output terminal of the power unit and the DC busbar.

[0022] Furthermore, the pre-charge circuit includes a pre-charge contactor and pre-charge resistors arranged in an equally spaced array at the top of the power unit. The pre-charge resistors are connected in series with each other through a conductor and then connected in series with the pre-charge contactor.

[0023] The control terminal of the pre-charging contactor is communicatively connected to the power controller. When the power unit is inserted into the chassis, the power controller controls the pre-charging contactor to close before the main contactor to pre-charge the bus capacitor inside the power unit. After the pre-charging is completed, the power controller controls the main contactor to close and the pre-charging contactor to open.

[0024] Furthermore, the power dispatch backplane is also equipped with switch arrays at equal intervals. The switch arrays are located next to the DC bus, and the control terminals of each switch array are connected to the power controller.

[0025] The power controller changes the series or parallel topology between multiple power units by controlling the on and off states of each switch in the switch array.

[0026] Furthermore, a closed cavity is provided on the side of the casing away from the fan, and a thin soft-pack battery is installed inside the closed cavity. The space between the thin soft-pack battery and the casing wall panel is filled with heat insulation material, and the thin soft-pack battery is connected in parallel to the DC bus via a cable.

[0027] Furthermore, a DC circuit breaker is fixedly installed inside the charging pile, and the DC circuit breaker is connected in series between the DC bus and the power input terminal of the charging gun.

[0028] The control terminal of the DC circuit breaker is connected to the power controller. When the power controller detects that charging is complete or there is an abnormality, it controls the DC circuit breaker to open, thereby cutting off the power output of the charging gun.

[0029] The beneficial effects of this invention compared to the prior art are:

[0030] Firstly, this device achieves physical isolation between the user operation area and the high-voltage, high-current fast charging circuit through an integrated shell that combines energy storage, power conversion, and power distribution functions. This prevents users from coming into close contact with high-voltage components during charging, ensuring operational safety in high-power fast charging scenarios. It also shortens the transmission distance from the DC bus to the charging gun, reducing power loss and voltage drop caused by long-distance cables during high-current fast charging, avoiding charging power limitations caused by line loss, and effectively improving fast charging efficiency. Meanwhile, the three-layer structure inside the shell places the energy storage layer at the bottom, which can accommodate more battery modules to provide peak power support. High-power fast charging can be achieved without grid expansion. The lower weight naturally lowers the center of gravity of the device, improving the wind resistance stability of outdoor fast charging stations. In addition, the layer partitions block the heat spread path of fast charging. The compact structure also reduces the footprint, adapting to the rapid deployment needs of fast charging stations.

[0031] Secondly, this device achieves rapid dynamic power response at the hardware level through an interlayer integrated power dispatch backplane design. This solves the problems of complex wiring, high failure rate, large dispatch delay, and low maintenance efficiency in existing fast charging stations. The communication bus, DC bus, and power dispatch microcontroller are integrated on the power dispatch backplane inside the power distribution layer. Each power unit is directly connected to the communication bus and DC bus through the backplane interface. The low-impedance integrated bus can carry a larger fast charging current. Eliminating redundant wiring reduces contact resistance and heat points, supporting continuous and stable fast charging output with higher power. At the same time, the communication bus integrated on the power dispatch backplane significantly shortens the control path. The power dispatch microcontroller can obtain the status of each power unit in milliseconds, quickly respond to the dynamic power demand of the vehicle BMS, adjust the output parameters in real time, avoid power fluctuations caused by long wiring harness interference, and ensure a smooth and efficient fast charging process. The direct-connection structure also supports rapid replacement of power units, and can quickly restore fast charging service in case of failure, reduce station downtime, and improve the operational efficiency of fast charging stations and the user's charging experience. Attached Figure Description

[0032] Figure 1 This is a three-dimensional structural diagram of an embodiment;

[0033] Figure 2 This is a three-dimensional structural diagram of the charging pile and the two outer shells in the embodiment;

[0034] Figure 3 yes Figure 2 Enlarged view of the structure at point A in the middle;

[0035] Figure 4 This is a schematic diagram of the internal structure of the outer shell in the embodiment;

[0036] Figure 5 This is an exploded three-dimensional structural diagram of the outer shell in the embodiment;

[0037] Figure 6 This is a front view of the internal structure of the outer casing in the embodiment.

[0038] The numbers on the map are:

[0039] 1. Rain shelter; 2. Charging pile; 3. Charging gun; 4. DC circuit breaker; 5. Housing; 6. Energy storage layer; 7. Power layer; 8. Power distribution layer; 9. Battery module; 10. Power controller; 11. Air outlet; 12. Power unit; 13. Pre-charging circuit; 14. Pre-charging resistor; 15. Pre-charging contactor; 16. Main contactor; 17. Liquid cooling system; 18. Liquid cooling interface; 19. Liquid cooling plate; 20. Air cooling system; 21. Fan; 22. Filter box; 23. Power scheduling backplane; 24. Communication bus; 25. DC busbar; 26. Switch array; 27. Thin soft-pack battery. Detailed Implementation

[0040] To further understand the features, technical means, and specific objectives and functions achieved by the present invention, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0041] refer to Figures 1 to 6 A self-service electric vehicle fast charging station includes a rain shelter 1 and a charging pile 2 disposed in the middle of the lower end of the rain shelter 1, and further includes:

[0042] The outer shell 5 is located below the rain shelter 1 and next to the charging pile 2. The inner shell 5 is provided with an energy storage layer 6, a power layer 7 and a power distribution layer 8 from bottom to top. The energy storage layer 6 and the power layer 7, as well as the power layer 7 and the power distribution layer 8, are separated by partitions.

[0043] Battery modules 9 are evenly spaced along the long side inside the energy storage layer 6;

[0044] The power layer 7 is equipped with a chassis, and power units 12 are evenly spaced along the long side of the chassis.

[0045] The power distribution layer 8 is equipped with a power dispatch backplane 23. The power dispatch backplane 23 is equipped with a communication bus 24, a DC bus 25 and a power controller 10. The communication bus 24 is integrated on the board of the power dispatch backplane 23. Each power unit 12 is connected to the communication bus 24 through the bus interface on the power dispatch backplane 23. The power controller 10 is connected to each power unit 12 through the communication bus 24. The output terminal of each power unit 12 is connected to the DC bus 25.

[0046] The charging gun 3 is mounted on the charging pile 2, and its power input terminal is connected to the DC bus 25.

[0047] This self-service electric vehicle fast charging station is deployed under an outdoor rain shelter 1. During off-peak hours, the mains power connected to the distribution layer 8 is converted to replenish the battery modules 9 in the energy storage layer 6, storing off-peak energy to provide power support during peak hours or when the grid capacity is insufficient. This avoids the impact of high-power charging on the regional power grid. Since the energy storage layer 6 is located at the bottom of the outer shell 5, the heaviest battery module 9 naturally lowers the overall center of gravity of the equipment. With the physical separation of the layer partitions, the heat generated during battery charging and discharging is confined to an independent compartment and will not be transferred upward to the power layer 7, affecting the operation of the devices. This provides a structural foundation for the long-term stable operation of the entire equipment. When the user drives the vehicle into the station and connects the charging gun 3 to the vehicle's charging port, the vehicle's BMS and the charging system complete a handshake communication, and the charging process begins.

[0048] Once the charging demand is triggered, each power unit 12 in the power layer 7 chassis enters the working state. At this time, the power scheduling backplane 23 located inside the power distribution layer 8 becomes the control core of the entire system. The communication bus 24 integrated into the backplane provides a low-latency communication link for the corresponding power unit 12. Therefore, the power controller 10 on the power scheduling backplane 23 can obtain the working status, temperature parameters and output capabilities of each power unit 12 in real time, and then dynamically allocate the number of working modules and output parameters according to the charging power required by the vehicle, so as to avoid module overload or uneven output. After each power unit 12 converts the DC power output from the battery module 9 into the voltage and current adapted to the vehicle, the output end is directly connected to the DC bus 25 on the power scheduling backplane 23 to complete the current convergence. No additional copper busbar and connecting cable are required, which greatly reduces the power loss caused by line impedance and eliminates the safety hazards caused by loose wiring.

[0049] The high-voltage DC power after the DC busbar 25 is directly transmitted to the charging pile 2 in the middle of the rain shelter 1, and output to the vehicle battery through the charging gun 3 mounted on the pile body, completing the power transmission during the charging process. Since the functional integrated shell 5 is set next to the charging pile 2, the user operation area and the high-voltage power area are naturally isolated. During the charging process, the user does not need to touch the high-voltage components, and the operation safety is effectively guaranteed. When a power unit 12 fails, the maintenance personnel can directly pull the faulty unit out of the chassis. The connection interface between the faulty unit and the power scheduling backplane 23 is simultaneously disconnected from the power and communication links, thereby realizing hot-swappable replacement without power interruption. There is no need to shut down the entire equipment for disconnection, thereby reducing the fault repair time and reducing the maintenance cost and downtime of the self-service station.

[0050] During installation, a DC plug is fixedly installed at the rear end of each battery module 9, and a DC socket is fixedly installed inside the housing 5 corresponding to the position of each battery module 9. When the battery module 9 is pushed into place, the DC plug and the DC socket are connected to each other.

[0051] Each power unit 12 has a plug-in structure. A power plug is fixedly installed at the rear end of each power unit 12. A power socket is fixedly installed on the back panel of the chassis corresponding to the position of each power unit 12. When the power unit 12 is pushed into place, the power plug and the power socket are connected.

[0052] To achieve efficient cooling of the entire device, the following features are specifically designed:

[0053] like Figure 4 and Figure 5As shown, an air-cooling system 20 is installed on the side of the energy storage layer 6, and a liquid-cooling system 17 is installed inside the power layer 7 and the power distribution layer 8. An air outlet 11 is provided on the top of the outer shell 5 to guide the airflow of the air-cooling system 20, and a grille is provided at the air outlet 11. The battery module 9 of the energy storage layer 6 has a low heat density, so air cooling, which is cheaper and simpler in structure, is used to dissipate heat. Natural air convection is used to remove the heat generated by the battery, which can meet the temperature uniformity requirements of the battery and avoid the risk of leakage from the liquid cooling system 17 that may affect battery safety.

[0054] The power unit 12, DC bus 25 in power layer 7 and the switching devices in power distribution layer 8 have high heat density and are more sensitive to temperature changes. Therefore, liquid cooling with higher heat exchange efficiency is adopted to accurately control the operating temperature of the devices and avoid device lifespan degradation caused by high temperature.

[0055] The air outlet 11 on the top of the outer casing 5 is equipped with a rainproof grille, which can prevent rainwater from entering the interior of the outer casing 5 while ensuring smooth ventilation. A dustproof net is also installed at the grille to prevent external catkins and dust from flowing back into the equipment with the exhaust air. At the same time, the position of the air outlet 11 is directly opposite the internal air duct, which can use the chimney effect of the natural rise of hot air to assist in ventilation and reduce the energy consumption of the heat dissipation system.

[0056] To supplement the detailed structure of the air-cooled system 20 and the liquid-cooled system 17, the following features are also provided:

[0057] like Figure 4 and Figure 5 As shown, the air-cooled system 20 includes a filter box 22 disposed on the side wall of the outer casing 5 and a fan 21 disposed inside the filter box 22, with the exhaust port of the fan 21 facing the interior of the energy storage layer 6.

[0058] The partitions between the energy storage layer 6 and the power layer 7, and between the power layer 7 and the power distribution layer 8, are respectively provided with perforations for airflow. When the fan 21 is running, it drives external air to flow in from the filter box 22, and after flowing through the perforations of the partition, it passes upward through the power layer 7 and the power distribution layer 8 in sequence, and is then discharged from the air outlet 11.

[0059] The aforementioned airflow path achieves unidirectional, through-flow air cooling from bottom to top. The airflow direction is consistent with the natural upward direction of hot air, which helps to reduce wind resistance and improve heat dissipation efficiency.

[0060] To supplement the detailed structure of the liquid cooling system 17, the following features are also provided:

[0061] like Figure 5 As shown, the liquid cooling system 17 includes a liquid cooling interface 18 fixedly disposed on the side wall of the housing 5, and a liquid cooling plate 19 fixedly disposed inside the power layer 7 and the power distribution layer 8, and the liquid cooling plate 19 is attached to the heat dissipation plate at the power unit 12 and the power scheduling back plate 23.

[0062] One end of the liquid cooling interface 18 is connected to the liquid cooling unit through a pipeline, and the other end is connected to the liquid inlet of the liquid cooling plate 19 through a pipeline. The liquid outlet of the liquid cooling plate 19 flows back to the liquid cooling unit through the liquid cooling interface 18 via a pipeline.

[0063] In power layer 7, liquid cooling plates 19 are attached to the bottom or sidewall surface of each power unit 12. The heat generated by the power unit 12 during operation is conducted to the liquid cooling plate 19 through its outer casing 5, and then carried away by the coolant flowing through the internal channels of the liquid cooling plate 19. In power distribution layer 8, liquid cooling plates 19 are attached to the heat dissipation plate at the power dispatching backplane 23. The heat generated by the power dispatching backplane 23 when carrying a large current is conducted to the liquid cooling plate 19 through the heat dissipation plate, and then carried away by the coolant.

[0064] The complete circulation loop of the liquid cooling system 17 is as follows: the circulating water pump in the liquid cooling unit drives the coolant to flow through the pipeline to the liquid cooling interface 18. After entering the housing 5 through the liquid cooling interface 18, the coolant flows into the inlet of the liquid cooling plate 19 through the pipeline. During the flow of the coolant in the internal channels of the liquid cooling plate 19, it absorbs the heat conducted by the power unit 12 and the power dispatch backplane 23. The heated coolant flows out from the outlet of the liquid cooling plate 19, flows back to the liquid cooling interface 18 through the pipeline, and then flows back to the radiator in the liquid cooling unit for cooling. The cooled coolant re-enters the circulating water pump to start the next cycle. The above circulation loop realizes the closed-loop circulation of the coolant. During the circulation process, the coolant continuously transfers heat from the heat-generating components to the external environment, thereby maintaining the operation of each component inside the power layer 7 and the power distribution layer 8 within the allowable operating temperature range.

[0065] To supplement the detailed structure of power unit 12, the following features are also provided:

[0066] like Figure 6 As shown, a pre-charge circuit 13 and a main contactor 16 are sequentially arranged at the upper end of the power unit 12. The input terminal of the main contactor 16 is electrically connected to the DC output terminal of the power unit 12 through a conductive busbar. The output terminal of the main contactor 16 is electrically connected to the power plug of the power unit 12 through a conductive busbar. The power plug is used to connect to the DC busbar 25 when inserted into the power socket on the back panel of the chassis.

[0067] The two ends of the pre-charge circuit 13 are electrically connected to the input and output ends of the main contactor 16, respectively, so that the pre-charge circuit 13 and the main contactor 16 are connected in parallel and then in series between the DC output end of the power unit 12 and the DC bus 25.

[0068] The two ends of the main contactor 16 are connected to the DC bus capacitor and the power plug inside the power unit 12 respectively through tin-plated copper busbars. The connecting bolts are stainless steel anti-loosening bolts, and the contact surfaces are coated with conductive grease to reduce contact resistance. The pre-charge circuit 13 is connected in parallel to the lower end of the main contactor 16. It can charge the bus capacitor inside the power unit 12 to a voltage close to that of the DC busbar 25 before the main contactor 16 is closed. This avoids the thousands of amperes of surge current generated when the main contactor 16 is closed when the initial voltage of the capacitor is 0, which could burn out the contactor contacts, blow the fuse, or damage the capacitor. All components of the pre-charge circuit 13 are fixed by insulating brackets and meet the high-voltage electrical clearance requirements between them and the outer casing 5 of the power unit 12. Creepage or breakdown will not occur during operation.

[0069] To supplement the detailed structure of the pre-charge circuit 13, the following features are also provided:

[0070] like Figure 6 As shown, the pre-charge circuit 13 includes a pre-charge contactor 15 and pre-charge resistors 14 arranged in an equally spaced array on the upper end of the power unit 12. The pre-charge resistors 14 are connected in series with each other through a conductor and then connected in series with the pre-charge contactor 15.

[0071] The control terminal of the pre-charging contactor 15 is communicatively connected to the power controller 10. When the power unit 12 is inserted into the chassis, the power controller 10 controls the pre-charging contactor 15 to close before the main contactor 16 to pre-charge the bus capacitor inside the power unit 12. After the pre-charging is completed, the main contactor 16 is closed and the pre-charging contactor 15 is opened.

[0072] After the power unit 12 is inserted into the chassis, the power controller 10 first confirms that the power unit 12 is in place and in normal condition via the communication bus 24, and then sends a closing command to the control terminal of the pre-charging contactor 15. After the pre-charging contactor 15 closes, the current at the DC output terminal of the power unit 12 is limited by the pre-charging resistor 14 and slowly charges the DC bus capacitor inside the power unit 12. Due to the current limiting effect of the pre-charging resistor 14, the charging current of the bus capacitor is limited to a safe range, avoiding damage to the power devices caused by the surge current generated when the main contactor 16 is directly closed due to the bus capacitor being in a short-circuit state. The power controller 10 monitors the voltage across the bus capacitor in real time through the voltage detection circuit. When the voltage of the bus capacitor rises to the preset power of the DC output voltage of the power unit 12, it determines that the pre-charging is complete. At this time, the power controller 10 sends a closing command to the coil control terminal of the main contactor 16, the main contactor 16 is energized, and at the same time sends a disconnect command to the control terminal of the pre-charging contactor 15, the pre-charging contactor 15 is released, and the power unit 12 enters the normal operating state.

[0073] To supplement the detailed structure of the power backplane, the following features were also included:

[0074] The power dispatch backplane 23 is also equipped with switch arrays 26 at equal intervals. The switch arrays 26 are located beside the DC bus 25, and the control terminals of each switch array 26 are connected to the power controller 10.

[0075] The power controller 10 controls the on and off of each switch in the switch array 26 to change the series or parallel topology relationship between multiple power units 12.

[0076] Each switch array 26 is connected in parallel with an RC absorption circuit to absorb the overvoltage generated when the switch is activated, thus preventing device breakdown. The power controller 10 stores topology control logic for different charging scenarios. When it detects that the connected vehicle is an 800V high-voltage platform vehicle, the microcontroller controls the corresponding switch array 26 to activate, connecting the output terminals of multiple power units 12 in series, and raising the total output voltage to over 800V to match the charging needs of high-voltage vehicles.

[0077] When a 400V conventional platform vehicle is detected as the connected vehicle, the control switch connects all power units 12 in parallel to output a large current to meet the fast charging requirements. When a power unit 12 fails, the microcontroller can control the corresponding switch to bypass the faulty unit from the busbar, and the remaining normal power units 12 are recombined into a new topology to continue working. The entire equipment will not be shut down due to the failure of a single unit, which greatly improves the availability of the equipment. The control circuit of the switch array 26 is directly integrated into the PCB board of the power scheduling backplane 23, without the need for additional wiring.

[0078] In order to provide emergency power to charging stations, the following features are specifically designed:

[0079] like Figure 5 As shown, a closed cavity is provided on the side of the outer casing 5 away from the fan 21. A thin soft-pack battery 27 is provided inside the closed cavity. The space between the thin soft-pack battery 27 and the wall panel of the outer casing 5 is filled with heat insulation material. The thin soft-pack battery 27 is connected in parallel to the DC bus 25 via a cable.

[0080] When the charging station is working normally, the thin soft-pack battery 27 is in a float charging state and is always fully charged. In case of power outage, battery failure in energy storage layer 6, or main power disconnection, the thin soft-pack battery 27 automatically supplies power to the system, ensuring that the system can complete the charging process, send fault information, and drive the DC circuit breaker 4 to disconnect, avoiding damage to the contacts due to load tripping. At the same time, it maintains the normal operation of the scanning module and display screen, allowing users to complete the payment and unlock the charging gun 3 normally, without causing users to be unable to unplug the gun or fail to pay due to power outage. The soft-pack battery itself is encapsulated with aluminum-plastic film, so it will not explode even in the event of a fault. Combined with the aerogel heat insulation layer, it can ensure the safety of emergency power supply in extreme situations.

[0081] To supplement the detailed structure of charging pile 2, the following features were also included:

[0082] like Figure 2 , Figure 3 and Figure 4 As shown, a DC circuit breaker 4 is fixedly installed inside the charging pile 2. The DC circuit breaker 4 is connected in series between the DC bus 25 and the power input terminal of the charging gun 3.

[0083] The control terminal of the DC circuit breaker 4 is communicatively connected to the power controller 10. When the power controller 10 detects that charging is complete or an abnormality has occurred, it controls the DC circuit breaker 4 to open, thereby cutting off the power output of the charging gun 3. The power controller 10 receives operating status signals (including output voltage, output current, internal temperature, etc.) from each power unit 12 and connection status signals (including connection confirmation signals between the charging gun 3 and the vehicle charging port, charging demand parameters and charging status parameters sent by the vehicle battery management system) from the communication bus 24 in real time. The power controller 10 comprehensively judges the current charging status based on the above signals. When the power controller 10 determines that the vehicle battery is fully charged, or determines that an abnormality has occurred during the charging process, the power controller 10 sends a disconnect command to the coil control terminal of the DC circuit breaker 4. After receiving the disconnect command, the internal contacts of the DC circuit breaker 4 open, cutting off the electrical connection between the DC bus 25 and the charging gun 3, and the charging gun 3 stops outputting power.

[0084] In summary, the detailed working principle of a charging station is as follows:

[0085] This self-service electric vehicle fast charging station is deployed under an outdoor rain shelter 1. During off-peak hours, the incoming mains power is converted to replenish the battery modules 9 within the energy storage layer 6, storing off-peak energy to provide power support during peak hours or when the grid capacity is insufficient, thus avoiding the impact of high-power charging on the regional power grid. Since the energy storage layer 6 is located at the bottom of the outer shell 5, the heaviest battery module 9 naturally lowers the overall center of gravity of the equipment. Combined with the physical separation of the layer partitions, the heat generated during battery charging and discharging is confined to an independent compartment and will not be transferred upwards to the power layer 7, affecting the operation of the devices. This provides a structural foundation for the long-term stable operation of the entire system.

[0086] When a user drives their vehicle into the station and connects the charging gun 3 to the vehicle's charging port, the vehicle's BMS and the charging system complete a handshake communication, and the charging process begins. After a charging demand is triggered, each power unit 12 in the power layer 7 chassis enters the working state. At this time, the communication bus 24 integrated on the backplane provides a low-latency communication link for all power units 12. Therefore, the power controller 10 on the power scheduling backplane 23 can obtain the working status, temperature parameters, and output capabilities of each power unit 12 in real time, and then dynamically allocate the number of working modules and output parameters according to the charging power required by the vehicle, avoiding module overload or uneven output.

[0087] Each power unit 12 converts the DC power output from the battery module 9 into a voltage and current suitable for the vehicle. The output terminal is directly connected to the DC bus 25 on the power dispatch backplane 23 to complete the current convergence. No additional copper busbars or connecting cables are required, which greatly reduces the power loss caused by line impedance and eliminates the safety hazards caused by loose wiring. The high-voltage DC power after convergence on the DC bus 25 is directly transmitted to the charging pile 2 in the middle of the rain shelter 1, and output to the vehicle battery through the charging gun 3 mounted on the pile, completing the power transmission during the charging process.

[0088] During the operation of power unit 12, power controller 10 controls pre-charging contactor 15 to close before main contactor 16. Current is limited by pre-charging resistor 14 and slowly charges the bus capacitor inside power unit 12. Once the bus capacitor voltage reaches a predetermined value, power controller 10 then controls main contactor 16 to close and pre-charging contactor 15 to open, allowing power unit 12 to enter normal operation. This pre-charging process effectively avoids surge current damage to power devices caused by a short circuit in the bus capacitor when main contactor 16 is directly closed.

[0089] During the operation of the charging station, the air-cooling system 20 and the liquid-cooling system 17 work together to maintain suitable operating temperatures for each layer. The air-cooling system 20 is located beside the energy storage layer 6. When the fan 21 is running, it drives external air to flow into the energy storage layer 6 from the filter box 22. After flowing through the gaps between the battery modules 9 and carrying away heat, the air passes through the perforations in the partition between the energy storage layer 6 and the power layer 7, and the perforations in the partition between the power layer 7 and the power distribution layer 8, and finally exits from the air outlet 11 at the top of the outer casing 5, achieving bottom-up through-flow air cooling. The liquid-cooling system 17 is located inside the power layer 7 and the power distribution layer 8. The liquid cooling unit drives the coolant to flow into the liquid cooling plate 19 through pipes. The liquid cooling plate 19 is attached to the heat dissipation plate surface of the power unit 12 and the power scheduling backplate 23. The heat generated by the components in the power layer 7 and the power distribution layer 8 is transferred to the external environment through the circulation of the coolant.

[0090] Because the integrated housing 5 is located next to the charging pile 2, the user operation area is naturally isolated from the high-voltage power area. During charging, the user does not need to contact high-voltage components, effectively ensuring operational safety. When a power unit 12 malfunctions, maintenance personnel can directly remove the faulty unit from the chassis. The connection interface between the faulty unit and the power scheduling backplane 23 is simultaneously disconnected from the power and communication links, enabling hot-swappable replacement without power interruption. This eliminates the need for power outages and disconnection of the entire equipment, thereby reducing fault repair time and lowering maintenance costs and downtime at self-service stations.

[0091] The above embodiments only illustrate one or more implementations of the present invention, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the appended claims.

Claims

1. A self-service electric vehicle fast charging station, comprising a rain shelter (1) and a charging pile (2) disposed at the lower center of the rain shelter (1), characterized in that, Also includes: The outer shell (5) is located below the rain shelter (1) and next to the charging pile (2). The inner shell (5) is provided with an energy storage layer (6), a power layer (7) and a power distribution layer (8) from bottom to top. The energy storage layer (6) and the power layer (7) are separated by partitions, and the power layer (7) and the power distribution layer (8) are separated by partitions. The energy storage layer (6) has battery modules (9) arranged at equal intervals along the long side inside; The power layer (7) is equipped with a chassis, and power units (12) are evenly spaced along the long side of the chassis. The power distribution layer (8) is equipped with a power dispatch backplane (23). The power dispatch backplane (23) is equipped with a communication bus (24), a DC bus (25) and a power controller (10). The communication bus (24) is integrated on the board of the power dispatch backplane (23). Each power unit (12) is connected to the communication bus (24) through the bus interface on the power dispatch backplane (23). The power controller (10) is connected to each power unit (12) through the communication bus (24). The output of each power unit (12) is connected to the DC bus (25). The charging gun (3) is mounted on the charging pile (2), and its power input terminal is connected to the DC bus (25).

2. The self-service electric vehicle fast charging station according to claim 1, characterized in that, A DC plug is fixedly provided at the rear end of each battery module (9), and a DC socket is fixedly provided inside the housing (5) corresponding to the position of each battery module (9). When the battery module (9) is pushed into place, the DC plug and the DC socket are connected to each other. Each power unit (12) is a pluggable structure. A power plug is fixedly installed at the rear end of each power unit (12). A power socket is fixedly installed on the back panel of the chassis corresponding to the position of each power unit (12). When the power unit (12) is pushed into place, the power plug and the power socket are connected.

3. A self-service electric vehicle fast charging station according to claim 1, characterized in that, A wind-cooling system (20) is provided on the side of the energy storage layer (6), and a liquid-cooling system (17) is provided inside the power layer (7) and the power distribution layer (8). An air outlet (11) is provided on the top of the outer shell (5) to guide the airflow of the wind-cooling system (20), and a grille is provided at the air outlet (11).

4. A self-service electric vehicle fast charging station according to claim 3, characterized in that, The air-cooled system (20) includes a filter box (22) disposed on the side wall of the outer shell (5) and a fan (21) disposed inside the filter box (22), with the exhaust port of the fan (21) facing the interior of the energy storage layer (6); The partition between the energy storage layer (6) and the power layer (7), and between the power layer (7) and the power distribution layer (8) are respectively provided with perforations for airflow. When the fan (21) is running, it drives the external air to flow in from the filter box (22), and after flowing through the perforations of the partition, it passes upward through the power layer (7) and the power distribution layer (8) in sequence, and is discharged from the air outlet (11).

5. A self-service electric vehicle fast charging station according to claim 4, characterized in that, The liquid cooling system (17) includes a liquid cooling interface (18) fixedly installed on the side wall of the housing (5), a liquid cooling plate (19) fixedly installed inside the power layer (7) and the power distribution layer (8), and the liquid cooling plate (19) is attached to the heat dissipation plate at the power unit (12) and the power scheduling back plate (23); One end of the liquid cooling interface (18) is connected to the liquid cooling unit through a pipeline, and the other end is connected to the liquid inlet of the liquid cooling plate (19) through a pipeline. The liquid outlet of the liquid cooling plate (19) flows back to the liquid cooling unit through the liquid cooling interface (18) through a pipeline.

6. A self-service electric vehicle fast charging station according to claim 1, characterized in that, The upper end of the power unit (12) is provided with a pre-charge circuit (13) and a main contactor (16). The input end of the main contactor (16) is electrically connected to the DC output end of the power unit (12) through a conductive busbar. The output end of the main contactor (16) is electrically connected to the power plug of the power unit (12) through a conductive busbar. The power plug is used to connect to the DC busbar (25) when inserted into the power socket on the back panel of the chassis. The two ends of the pre-charge circuit (13) are electrically connected to the input and output ends of the main contactor (16) respectively, so that the pre-charge circuit (13) and the main contactor (16) are connected in parallel and then connected in series between the DC output end of the power unit (12) and the DC bus (25).

7. A self-service electric vehicle fast charging station according to claim 6, characterized in that, The pre-charge circuit (13) includes a pre-charge contactor (15) and pre-charge resistors (14) arranged in an equally spaced array on the upper end of the power unit (12). The pre-charge resistors (14) are connected in series with each other through a conductor and then connected in series with the pre-charge contactor (15). The control terminal of the pre-charging contactor (15) is connected to the power controller (10). When the power unit (12) is inserted into the chassis, the power controller (10) controls the pre-charging contactor (15) to close before the main contactor (16) to pre-charge the bus capacitor inside the power unit (12). After the pre-charging is completed, the main contactor (16) is closed and the pre-charging contactor (15) is opened.

8. A self-service electric vehicle fast charging station according to claim 7, characterized in that, The power dispatch backplane (23) is also equipped with switch arrays (26) at equal intervals. The switch arrays (26) are located on the side of the DC bus (25), and the control terminals of each switch array (26) are connected to the power controller (10). The power controller (10) changes the series or parallel topology relationship between multiple power units (12) by controlling the on and off of each switch in the switch array (26).

9. A self-service electric vehicle fast charging station according to claim 4, characterized in that, A closed cavity is provided on the side of the outer casing (5) away from the fan (21). A thin soft-pack battery (27) is provided inside the closed cavity. The space between the thin soft-pack battery (27) and the wall panel of the outer casing (5) is filled with heat insulation material. The thin soft-pack battery (27) is connected to the DC busbar (25) in parallel through a cable.

10. A self-service electric vehicle fast charging station according to claim 1, characterized in that, A DC circuit breaker (4) is fixedly installed inside the charging pile (2). The DC circuit breaker (4) is connected in series between the DC busbar (25) and the power input terminal of the charging gun (3). The control terminal of the DC circuit breaker (4) is connected to the power controller (10) for communication. When the power controller (10) detects that charging is complete or charging is abnormal, it controls the DC circuit breaker (4) to open, so as to cut off the power output of the charging gun (3).

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